Engineering 
library 


AUTOMOTIVE  WIRING  MANUAL 


FORMERLY 


"OFFICIAL  AU^O  WIRING  GUIDE' 


Containing  Guaranteed  Correct  Circuit  Diagrams  Covering  all  Motor  Cars 
from  1912  to  1919  inclusive;  Internal  \Virmg  Connections  of  Generators, 
Starting  Motors,  Controllers,  Switches,  etc.,  of  all  Electric  Starting  and 
Lighting  Systems;  also  Practical  Instructions  on  Construction,  Testing, 
Repairing  and  Maintenance  of  Storage  Batteries,  Generators,  Starting 
Motors,  Coils,  Controllers,  Magnetos,  etc. 


By  HARRY  L.  WELLS 

in  collaboration  with  Allan  J.  Pierson 

and      D  a  t  u  s      M  .      Pierson, 

Electrical  Engineers 


Price  $12.50  in  the  United  States 


1919  SECOND  EDITION 


PUBLISHED  BY 

AUTOMOTIVE  PUBLISHING  COMPANY 

440  SOUTH  DEARBORN  STREET  -  ...  CHICAGO.  U.  S.  A. 


Engineering 
Library 


O       R 


W       O       R       D 


O  those  in  the  trade  the  Automotive  Wiring  Manual  will  prove  of  very  great  value. 
Its  purpose  is  to  simplify  electrical  service  on  Motor  Cars. 

This  Manual  plainly  describes  in  full  detail,  the  wiring  circuits,  internal  and 
external,  of  every  make  of  starter,  generator,  coil,  cut-out,  etc.,  and  furnishes  all 
necessary  information  for  quickly  finding  and  rectifying  trouble  in  a  manner  easily 
understood  by  those  having  only  a  minor  knowledge  of  electrical  equipment.  Technical  engineer- 
ing data  is  not  given  because  such  data  is  not  necessary. 

We  guarantee  the  contents  of  this  Manual  to  be  absolutely  correct.  The  internal  wiring 
circuits  and  standard  diagrams  have  all  been  most  carefully  prepared,  and  the  information 
covering  coils,  batteries,  motors,  etc.,  is  complete  and  accurate.  By  studying  the  general 
instructions,  you  will  readily  see  how  easily  electrical  circuits  may  be  traced,  and  appreciate 
the  simplicity  of  trouble  finding,  making  tests  and  adjustments  and  rendering  prompt  and 
efficient  service  to  the  car  owner. 

We  have  observed  the  splendid  and  rapid  strides  made,  practically  unaided,  by  automobile 
mechanics  in  their  efforts  to  render  service  on  electrical  apparatus,  and  we  know  that  with  the 
aid  of  this  Manual,  or  Guide,  the  problem  of  efficient  electrical  service  is  solved. 

THE  PUBLISHERS 


CIRCUIT  DIAGRAMS  OF  CARS 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Abbott-Detroit 1916-17 .  .  . 

Allen 1914-15... 

Allen 1914-15... 

Allen 1916 

Allen 1916 

Allen 1917 

Allen 1918-19.  .  . 

Alter 1915 

American 1914 

American 1917-18 .  .  . 

Anderson 1916 

Apperson 1913 

Apperson 1913 

Apperson 1913 

Apperson 1914 

Apperson 1915 

Apperson 1915 

Apperson 1916 

Apperson 1916-17 .  .  . 

Apperson 1918-19  .  .  . 

Auburn 1913-14-15 

Auburn 1914 

Auburn 1915 

Auburn 1916 

Auburn 1916 

Auburn 1917-18-19 

Auburn 1918 

Austin 1917-18.  .  . 

Bell 1916 

Bethlehem  Trucks. . .  1918 

Briscoe 1915 

Briscoe 1916 

Briscoe 1916 

Briscoe 1917-18-19 

Brown 1916 

Buick 1914 

Buick..  1914.. 


6-44 

33  and  34. 
35.. 


37  Dimmer  Bulbs. . . 
37  Dimming  Resist. 

Classic  Model 

41.  . 


Underslung 

A 

100-A-B.. 


4-45  and  4-55 

45  and  55 

4-45,  6-45,  6-58. . . . 
4-40  and  6-45 .  . 


6-48  and  8-58 

6-48,  8-58,  8-17,  6-17 
8-18-A .  . 


4-40,  4-41,  6-45,  6-46 

6-40 

4-38,  6-38,  6-40 

6-40-A 

6-39 

6-44 

Highway  King  "12" 

16 

Dl,  El,  Fl 

B-15 

4-38 

8-38 

4-24 .  . 


DUIOK 


B-24  and  B-25 . 
B-36  and  37 .  . 


Remy 1 

Westinghouse 2 

Autolite 3 

Westinghouse 4 

Westinghouse 5 

Westinghouse 6 

Autolite 7 

Remy 8 

Disco 9 

Westinghouse 10 

Westinghouse 11 

Ward-Leonard 12 

Esterline 13 

Gray  &  Davis X14 

Bijur 15 

Bijur 16 

Westinghouse 17 

Westinghouse 18 

Bijur 19 

Bijur 20 

Remy 21 

Remy 22 

Delco 23 

Remy 24 

Delco 25 

Remy 26 

Delco 27 

Delco 28 

Ward-Leonard 29 

Gray  &  Davis 541 

Splitdorf-Apelco 30 

Splitdorf-Apelco 31 

Splitdorf-Apelco 32 

Splitdorf-Apelco 33 

Allis-Chalmers 34 

Delco 35 

Delco .  .  36 


CAR 


YEAR 


MODEL 


SYSTEM 


Buick 
Buick . 
Buick. 
Buick. 
Buick. 
Buick . 
Buick. 


Buick  Truck. 
Buick  Truck. 

Cadillac 

Cadillac 

Cadillac 

Cadillac 

Cadillac 

Cadillac 

Cartercar. . . . 

Cartercar 

Case 

Case 

Case 

Case 

Case 

Case 

Case 

Chalmers. .  .  . 
Chalmers .... 
Chalmers. 
Chalmers. 

Chalmers 

Chalmers 

Chalmers 

Chalmers 

Chandler 

Chandler 

Chandler 

Chandler.  . 


1916 54-55 

1915 C-24andC-25 

1915 C-36,  37,  54,  55 .  . . . 

1916 D-44,  45,  54,  55... \ 

1917 D-6,44,45,  46,  47. / 

1917-18 .  .  .     D-34,  35,  E-34,  35 . . 

1918-19  .  . .     E-Six,  44,  45,  46,     \ 
47,49,50 / 

1915 C-4 

1916 D-4 

1912 

1913 

1914 

1915 "8"  Type  51 

1916 "8"  Type  53 

1917-18-19      55  and  57 

1914 7 , 

1915 9 

1914-15 ...     O 

1914-15...     R 

1914-15...     S 

1915 R 

1916 T 

1917 T 

1918-19...     U 

1913-14...     17,18,19 

1914 24 

1915 26 

1915 29 

1915-16...     32  and  6-40 

1916 35 

1917-18...     Six-30,  35A,  35B... 
1918-19  .  . .     35-C  &  Early  1919. . 

1913 

1914 

1914-15 

1916.. 


Delco . 
Delco . 
Delco. 
Delco . 

Delco. 
Delco . 


Delco 

Delco 

Delco 

Delco 

Delco 

Delco 

Delco 

Delco 

Delco 

Delco 

Westinghouse. 
Westinghouse . 
Westinghouse . 
Westinghouse . 
Westingbouse . 

Autolite 

Westinghouse . 
Gray  &  Davis. 

Entz 

Entz 

Entz 

Westinghouse . 
Westinghouse . 
Westinghouse . 
Westinghouse . 
Westinghouse . 
Westinghouse . 
Gray  &  Davis. 
Westinghouse. 


CIRCUIT  DIAGRAMS  OF  CARS— Contimwd 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Chandler 1916 

Chandler 1917-18-19 

Chevrolet...  1915.. 


17. 


Chevrolet 1915. 


Chevrolet 1915. 


Chevrolet: 1915-16... 

Chevrolet 1916-17... 

Chevrolet 1916-17... 

Chevrolet 1917-18... 

Chevrolet 1918 

Cole 1912 

Cole 1913 

Cole 1914 

Cole 1914 

Cole 1915-16 .  .  . 

Cole 1915 

Cole 1916 

Cole 1917-18-19 

Commerce  Truck 

Crawford 1915 

Crawford 1916 

Crow-Elkhart 1916 

Crow-Elkhart 1916-17 .  .  . 

Crow-Elkhart 1917-18-19 

Cunningham 1913-14 .  .  . 

Cunningham 1916 

Cunningham 1916-17 .  .  . 

Cunningham 1918-19... 

Daniels 1916-17-18 

Dart 1916 

Davis 1915 

Davis 1916 

Davis 1917-18... 

Deering  Magnetic .  .  .     1918 


Light  Weight  Six... 

H-2,  H-3,  H-4  (Early 

•  Models) 

H-2,  H-3,  H-4  (Mid- 
Season)  

H-2,  H-3,  H-4  (Late 
Models) 

H-2M,  H-3,  H-4.... 

490  (One  Cable).... 

490  (Two  Cables)... 

F-2andF-5 

D-4  and  D-5 

30  and  40 

4-40,4-50,6-60 

4.. 


6. 


4-40  and  6-66 . 

6-50 

8-50 

8-60 

E .-.. 

6.. 


25-30 

CE-30-33 

33-35  &  K34-K36. 

M 

4 

V 

V-3 

A-8 

B  andC 

38-A-B-C...v.... 
C-38,  6-E,  6-G... 
6-H,  6-1,  6-K 


Gray  &  Davis 72 

Gray  &  Davis 73 

Autolite 74 

Autolite 75 

Autolite 76 

Autolite 77 

Autolite 78 

Autolite 79 

Autolite 80 

Autolite 81 

Ward-Leonard 82 

Delco 83 

Delco 84 

Delco 85 

Delco 86 

Delco 87 

Delco 88 

Delco 89 

Remy 90 

Westinghouse 91 

Westinghouse 92 

Disco 93 

Dyneto 94 

Dyneto 95 

North  East 96 

Westinghouse 97 

Westinghouse 98 

Westinghouse 99 

Westinghouse 100 

Westinghouse 101 

Westinghouse 102 

Delco 103 

Delco 104 

Owen . .  .105 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Detroit  Electric . 

Detroiter 

Detroiter 

Detroiter 

Dixie  Flyer 

Dixie  Flyer 

Dodge 


Dodge . 
Dodge . 

Dodge . 

Dodge . 

Dodge . 

Dodge. 

Dorris. 

Dorris. 

Dorris. 

Dorris. 

Dorris. 

Dorris. 

Dorris. 

Dort. . 

Dort. . 

Dort.. 


North  East 112 

North  East..  .   113 


Dort..., 

Dort 

Elcar .  .  . 
Elcar .  . 
Elgin .  . 
Empire. 

Empire. 
Empire. 
Empire. 
Empire . 


62,  63,  64,  65,  66 ...     . . . . 

1915 D Remy... 

1916 6-45 Autolite. 

1917 6-45 Autolite. 

1916-17...     L-3 Dyneto.. 

1918 L  Series  35 Dyneto. . 

Single  Wire  Starter 

Mag.  Ign 

Single  Wire  Starter 

Delco  Ign 

Two  Wire  Starter 

Delco  Ign North  East 

1915 North  East 

1916 North  East - 

1916 Internal  Diagram. . .     North  East 

1917-18-19      30 North  East 

1913 H Westinghouse... 

1913-14 ...     H Westinghbuse. .  . 

1914 I Westinghouse. . . 

1915 I-A-4 Westinghouse. . . 

1916 I-A-6 Westinghouse... 

1917 I-B-6 Westinghouse. . . 

1918-19  .  .  .     I-C-6  &  Early  1919  Westinghouse.  . . 

1916 4  and  5 Splitdorf-Apelco. 

1916 5 Westinghouse... 

1916 With  and  Without 

Ammeter Westinghouse.  . . 

1917 9 Westinghouse . . . 

1918-19  ...     11 Westinghouse.  . . 

1916 Splitdorf-Apelco. 

1917-18-19      D,  E,  F,  and  G Dyneto 

1917-18-19      6&1919"H" Wagner 

1915 31  and  40  (Sep.  Lgt. 

and  Ign.) Remy 

1915-16...     33 Remy 

1916 40  and  45 Autolite 

1916 60 Autolite 

1916-17-18    45&51..  Autolite.. 


106 
107 
108 
109 
110 
111 


114 
115 
116 
117 
118 
119 
120 
121 
122 
123 
124 
125 
126 
127 

128 
129 
130 
131 
132 
133 

134 
135 
136 
137 
138 


VI 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Empire 

Enger 

Enger 

Essex 

Excelsior  Motorcycle. 

Fiat 

Fiat 

Fiat i 

Fiat 

Fiat 

Fiat 

Fiat 

Fiat 

Firestone  Columbus. . 

Fischer 

Ford 

Ford 

Ford 

Ford 

Ford 

Ford.. 


1917-18-19 

1914 

1916-17... 
1919.. 


50,70,70-A,Early'19 
Twin  Unit  Twelve. . 
C.. 


1914 

1914 

1914-15.. 

1915 

1916-17.  . 

1917 

1917 

1917 

1913 

1916.. 


Single  Wire.  . 
E-17  Chassis. 


C-3  Chassis. 


Standard  Wiring . 


Two  Unit. 
B  Revised . 


Ford 

Ford 1919 Coupe  and  Sedan ... 

Ford TypeGSL-101-103. 

Ford Type  GSL-102 

Ford Single  Unit 

Ford Two  Unit 

Ford 33 

Ford 33  Internal  Wiring. 

Ford 

Ford 1913 

Ford D  Type  1210 

Ford D  Type  1252 

Ford 

Ford 

Four- Wheel   Drive 

Truck 

Franklin..  1913-14.. 


Series  2-D-H-M . . , 


Autolite 139 

North  East 140 

Westinghouse 141 

Delco 644 

Splitdorf 142 

Westinghouse 143 

Gray  &  Davis 144 

Westinghouse 145 

Rushmore 146 

Westinghouse 147 

Bosch-Rushmore 148 

Westinghouse 149 

Bosch 150 

North  East 151 

Remy 152 

A.  B.  C 248 

153 

Disco 154 

Disco 155 

Dyneto 156 

Everready 157 

Fischer 249 

Ford 645 

Genemotor 599 

Genemotor 598 

Gray  &  Davis 158 

Gray  &  Davis 159 

Heinze-Springfield 160 

Heinze-Springfield 161 

Leece-Neville 162 

North  East 163 

North  East 164 

North  East 165 

Simms-Huff 166 

Westinghouse 167 

North  Bast 168 

Entz..  .  169 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Vll 


Franklin. 
Franklin. 

Franklin. 

Franklin. 
Franklin. 
Franklin. 
Franklin. 


Franklin 

Gait 

S.  G.  Gay  &  Co. 
G.  M.  C.  Truck . 


Glide 

Glide 

Glide 

Glide 

Glide 

Grant 

Grant , 

Grant 

Grant 

Grant 

H.  A.  L 

Halladay 

Halladay 

Halladay 

Harley  -Davidson 

Motorcycle 

Harley  -Davidson 

Motorcycle 

Harroun 

Havers 

Haynes 

Haynes 

Haynes 


1913-14...  Serifs  3-M 

1914-15-16  Series  6-M  Coupe  & 

Berline 

1914-15-16  Series  6--M  Runabout 

&  Tour 

1914-15-16  Series  6-M  Sedan... 

1915 Sedan  Type 

1916 Berliner  Type 

1916 8-M,  Runabout, 

Touring,  Sedan. .. 
1917-18-19  Series,  9,  All  Models 

1913 

1915 

1917 15,25,26,30,31,40, 

41, 70, 71, 100, 101 

1913-14...  36-42 

1914 30 

1915 30 

1916-17 .  .  .  Six-40 

1918 Light  Six-40 

1915-16...  4 

1915-16...  6 

1916 

1916-17-18  K 

1918 G 

1916-17-18  12 

1913-14...  G&32 

1915 6-40 

1916..  R.. 


Entz. 
Entz. 


170 


171 


Entz 172 

Entz 173 

Dyneto 174 

Dyneto 175 

Dyneto 176 

Dyneto 177 

North  East 178 

Allis-Chalmers 179 

Delco 180 

Westinghouse 181 

Westinghouse 182 

Westinghouse 183 

Westinghouse 184 

Westinghouse 185 

Allis-Chalmers 186 

Allis-Chalmers 187 

Allis-Chalmers 188 

Wagner 189 

Wagner 190 

Westinghouse 191 

Electro 192 

Westinghouse 193 

Westinghouse 194 


1915. 


Remy. 


195 


1916-17 Remy 1% 

1917-18.  .  .     AA1 Remy 197 

1914 North  East 198 

1913 24 Leece-Neville 199 

1914 26,  27,  28 Leece-Neville 200 

1914..  26,  27,  28   (Vulcan 

Elec.  Gear  Shift) .     Leece-Neville 201 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Haynes 

Haynes 

Haynes 

Haynes 

Haynes 

Henderson 

Herff-Brooks 

Herff-Brooks 

Hollier 

Hollier 

Hollier 

Holmes 

Howard 

Hudson 

Hudson 

Hudson 

Hudson 

Hudson 

Hupmobile 

Hupmobile 

Hupmobile 

Hupmobile 

Hupmobile 

Hupmobile 

Imperial 

Imperial 

Imperial 

Indian  Motorcycle. . . 

International  Harves- 
ter Truck 

International  Harves- 
ter Truck 

International  Harves- 
ter Truck 

International  Harves- 
ter Truck 

Inter-State 

Inter-State 

Inter-State 


1915 30 

1916 34&35....! 

1916-17...     36,  36-R,  37 

1917-18-19      40,  40-R,  41 

1918-19...     38,  39,  39-S 

1913-14 

1915 

1916 

1916 8 

1917 166 

1918 188-206 

1918-19...     1 

1917 

1913 37A54 

1914-15...     6-40 

1914-15...     6-54 

1916 6-40 

1916-17-18-19  Super-Six 

1914-15...     HA 

1915 K 

1916 N 

1916-17...     N 

1918-19...     R&  Early  1919 

1919 

1913 34 

1914.......     32,34,44,54,56,39 

1914..  34.. 


1916-17...     F&H 

1918..  F.  G.  H.  K. 


1918 All  Models... 

1909-10-11  25  to  34,  incl. 

1912 40,41,42.... 

1912 50,51,52.... 


Leece-Neville 202 

Leece-Neville 203 

Leece-Neville 204 

Leece-Neville 205 

Leece-Neville 206 

Ward-Leonard 207 

Splitdorf-Apelco 208 

Splitdorf-Apelco 209 

Splitdorf-Apelco 210 

Allis-Chalmers 211 

Splitdorf 212 

Dyneto 213 

Delco 214 

Delco 215 

Delco 216 

Delco 217 

Delco 218 

Delco 219 

Westinghouse 220 

Westinghouse 221 

Bijur 222 

Westinghouse 223 

Bijur 224 

Westinghouse 646 

North  East.. 225 

North  East 226 

North  East 227 

Splitdorf 228 

North  East 229 

Bosch 230 

North  East 231 

North  East 232 

Ignition  Only 233 

Apelco 234 

Apelco 235 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Inter-State 1913-14... 

Inter-State 1915-16-17-18 

Inter-State 1915-16-17-18 

Jackson 1913 

Jackson 1914-15 .  .  . 

Jackson... 1915 

Jackson 1915 

Jackson 1915-16 .  .  . 

Jackson 1916 

Jackson 1916 

Jackson 1916 

Jackson 1917-18 .  . . 

Jeffery 1915 

Jeffery 1915 

Jeffery 1916 

Jeffery 1917...'.. 

Jeffery  Rapid  Service 

Truck 1016.. 

Jordan 1916-17 ...     60  &  B 

Jordan 1918-19...     60.... 

King 1915 C-4... 

King 1915 8 

King 1916 E 


45 

TF 

T  &  TR 

43 

46 

46 

48  &  6-40 

44 

34 

68 

348 

349— All  1918  Models 

Four 

Chesterfield  6 

462 

671.. 


King 1917-18-19 

Kissel  Kar 1913-14... 

Kissel  Kar 1914 

Kissel  Kar 1915 

Kissel  Kar 1915-16-17 

Kissel  Kar *...,  1916 

Kissel  Kar 1917-18... 

Kissel  Kar 1918-19... 

Kline  Kar..  1913-14.. 


Kline  Kar 1916-17-18 

Knox  Truck 35  &  36 

Krit 1915 

L.  P.  C.  1915-16.. 


EE— 1919  "G" 

4-40,  6-48,  6-60 

4-40 

4-36 

6-42 

4-32  &  4-36 

Double  Six 

Hundred  Point  Six. . 
B4-40,    6-50,     6-60, 

C4-30 

6-36. . . 


Apelco 236 

Remy 237 

Remy 238 

Autolite 239 

North  East 240 

Autolite 241 

Delco 242 

North  East 243 

Autolite 244 

Autolite 245 

Autolite 246 

Autolite 247 

U.  S.  L 250 

Bijur f. 251 

Bijur '. 252 

Bijur 253 

Bijur 254 

Bijur 255 

Bijur 256 

Ward-Leonard 257 

Ward-Leonard 258 

Ward-Leonard 259 

Ward-Leonard 260 

Esterline 261 

Esterline 262 

Westinghouse 263 

Westinghouse 264 

Westinghouse 265 

Westinghouse 266 

Remy 267 

Rushmore 268 

Westinghouse 269 

Bijur 270 

North  East 271 

Remy 272 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Lexington 

Lexington 

Lexington 

Lexington 

Liberty 

Liberty 

Lippard-Stewart 

Truck 

Lippard-Stewart 

Truck 

Locomobile 

Locomobile 

Locomobile 

Locomobile 

Locomobile 

Locomobile 

Lozier 

Lozier 

Lyons-Knight 

McFarlan 

McFarlan 

McFarlan 

Madison , . . . . 

Maibohm 

Maibohm 

Marion-Handley 

Marrnon 

Marmon 

Marmon 

Marmon 

Marmon 

Marmon 

Maxwell 

Maxwell 

Maxwell 

Maxwell 

Maxwell  1-Ton  Truck 
Mercer. . . 


1915 4-K&6-L 

1916 6-N 

1916-17...  O 

1918-19...  R 

1917-18...  10-A-B 

1919..  10-B.. 


1916. 


M. 


1917 M-2 

1911-12-13    30 \ 

1911-12...     38,48 / 

1913 

1915-16 

1915-16...     38&4S 

1917-18-19    38  &  48  &  1919  "4-48" 

1913-14...     77 

1915-16-17     82&S4 

1914 

1915 

1916 

1917-18-19      

1916-17-18     

1917 A 

1918 B 

1916-17...     K-A-B 

1913 32-4 

1913 48 \ 

1914 41&48 / 

1915 41 

1916-17...     34 

1916-17-18-19  34 

1914-15 

1915 

1917 25 

1918-19...     25.. 


1914. 


35. 


Westinghouse 273 

Westinghouse 274 

Westinghouse 275 

Delco 276 

Wagner 647 

Dyneto 277 

Remy 278 

Rushmore 279 

Adlake 280 

Westinghouse 281 

Westinghouse 282 

Westinghouse 283 

Gray  &  Davis 284 

Gray  &  Davis 285 

North  East 286 

Westinghouse 287 

Westinghouse 288 

Westinghouse 289 

Remy 290 

Disco 291 

Wagner 292 

Westinghouse 293 

North  East 294 

North  East 295 

Bosch 296 

Bosch 297 

Bijur 298 

Simms-Huff 299 

Gray  &  Davis 300 

Simms-Huff ^  301 

Simms-Huff 302 

Autolite 303 

Rushmore .  304 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Mercer 

Mercer 

Mercer 

Mercer 

Meteor 

Metz 

Metz 

Metz 

Michigan 

Michigan  Hearse .... 

Mitchell 

Mitchell 

Mitchell 

Mitchell 

Mitchell-Lewis 

Mitchell-Lewis 

Mitchell-Lewis 

Mitchell-Lewis 

Moline-Knight 

Moline-Knight 

Moline-Knight 

Moline-Knight 

Monitor 

Monroe 

Monroe 

Monroe 

Moon 

Moon 

Moon 

Moon 

Moon 

Moore 

Moreland  Truck 

Moreland  Truck 

Nash 

Nash 

Nash  Two-Ton  Truck 
Nash  Two-Ton  Truck 


1915 22-70 

1916 22-70 

1917-18...     22-73 

1918-19    . .     22-74 

1917 75-80.... 

1914 22 

1915-16-17    22-25 

1917-18...     G 

1913 

1917 .- 

1913 

1916 8 

1917-18...     C-42 

1917-18-19      D-40 

1914 

1914 A40-50-70 

1915 4 

1916 

1912-13-14     MK-40... 
1914-15.  .  . 
1916-17-18 
1917-18-19 

1919 

1915 M-2 

1917 3 

1917-18...     4-5  &  6 

1914 42,6-50 

1915 4-38,6-40 

1916 6-30,6-40 

1917-18...     6-43 

1917-18-19      6-66 

1917-18...     30 

1J^,2H,  3-Ton.... 

2X  &  5X 

1917 671 

1917-18 .  .  .  681-2-3-4  &  Early  1919 


MK-50.... 
MK-40-50. 
C&G.. 


4017-A. 


U.  S.  L 305 

U.  S.  L 306 

U.  S.  L 307 

Westinghouse 308 

Delco 309 

North  East 310 

Gray  &  Davis 311 

Westinghouse 312 

North  East 313 

Delco 314 

Esterline 315 

Westinghouse 316 

Westinghouse 317 

Splitdorf 318 

Remy \ 319 

Remy ' 320 

Splitdorf-Apelco 321 

Splitdorf-Apelco 322 

Ward-Leonard 323 

Wagner 324 

Wagner 325 

Wagner 326 

Dyneto 648 

Autolite 327 

Autolite 328 

Autolite 329 

Delco 330 

Delco 331 

Delco 332 

Delco 333 

Delco 334 

Dyneto 335 

Westinghouse 336 

Westinghouse 337 

Bijur 338 

Delco 339 

Bijur 542 

Bijur  Internal 543 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


1914 Six 

1915 

1916 Highway  Six 

(Series  AC) 

1916 Highway  Twelve . . . 

1917-18 .  .  .     Highway  Six 

1917-18-19      Highway  Twelve. .. 


Nash  4-Cy Under 

Truck 

National 

National 

National 

National 

National 

National 

Nelson  Le  Moon  Truck 

New  Era 

Oakland 

Oakland.. . .". 

Oakland 

Oakland. .  v 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Oakland 

Old  Hickory  Truck . . 

Oldsmobile 

Oldsraobile 

Oldsmobile 

Oldsmobile 

Oldsmobile 

Oldsmobile 

Oldsmobile 


1916 

1913 35 

1913 35 

1913 35  Special. 

1913 35&42... 

1913......     42 

1913 42&60... 

1914 36 

1914 43 

1914 4S&62... 

1915 37 

1915 49 

1916 32-B 

1916 38 

1916 32-B 

1917 34 

1916-17...     50 

1917 34 

1918-19...     34-B 

1916-17-18     

1914 54 

1915 42 

1916 43 

1916 44 

1916-17...     45 

1917 37 

1918..  37.. 


.     Autolite 544 

.     Remy 340 

.     Westinghouse 341 

j    Westinghouse 342 

.     Westinghouse 343 

.     Westinghouse 344 

Bijur 345 

Westinghouse 346 

Allis-Chalmers 347 

Deaco 348 

Westinghouse 349 

Deaco 350 

Deaco 351 

Deaco 352 

Delco 353 

Delco ! . . . .  354 

Delco 355 

Delco 356 

Delco 357 

Delco 358 

Remy 359 

Delco..  .  360 


Delco 361 

Delco 362 

Delco 363 

Delco 364 

Dyneto 365 

Delco 366 

Delco 367 

Delco 368 

Delco 360 

Delco 370 

Delco 371 

Remy 372 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Oldsmobile. 
Olympian. . 
Overland . . . 
Overland . . . 
Overland . . , 
Overland. . 
Overland. . 
Overland . . 
Overland. . 
Overland . . 
Overland.  . 
Overland.  . 
Overland. . 


Overland 

Overland 

Overland 

Overland 

Overland 

Overland 

Owen  Magnetic . 
Owen  Magnetic . 

Packard 

Packard 

Packard 

Packard 

Packard 

Packard 

Packard 

Packard  Truck.. 

Paige 

Paige 

Paige 

Pan-American. . . 
Panhard  Trucks. 
Partin-Palmer. . . 


1918-19...     45-A 

1917 35 

1913 69&71 

1913 69&71 

1914 79-B 

1915 80-C  &  80-T  &  R. . . 

1915 81-LD&T-R 

1915 82 \ 

1916 86 / 

1916 75T&75LD 

1916 83-B-DE 

1916 83-LD-EX-T-R 

1916 83-T-EX-LD-B-D- 

E&R 

1916 86 Ai. 

1917 85-4-T-R-C  &  SN. . . 

1917 85-6-C-SN-T-R 

1917 86-B 

1917 90-T&90-CL-R.... 

1918 90-SN-PLD-R-O-ex. 

1917 O-36 

1018 42 

1913 48 

1914 1-38  &  3-48 

1914 2-38  &  4-48 

1915 3-38  &  5-48 

1916 125  &  135 

1917-18...     2-25  &  2-35 

1918-19...     3-25  &  3-35 

1918 E 

1916 G-6&H-6 

1916-17...     6-46,  6-38,  H-6 

1918-19...     6-39  &  6-55 

1918 G4&G5 

1918 A&B 

1915..  38.. 


Delco 

Autolite 

Autolite 

U.  S.  L 

Gray  &  Davis. 

Autolite 

Autolite. . 


373 
374 
375 
376 
377 
378 
379 


Autolite 380 


Autolite. 
Autolite. 
Autolite. 


Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Owen 

Owen 

Bijur 

Delco 

Bijur 

Bijur 

Bijur 

Bijur 

Bijur 

Bijur 

Gray  &  Davis. 
Gray  &  Davis. . 
Gray  &  Davis. 
Gray  &  Davis. . 

Autolite 

Allis-Chalmers . 


381 
382 
383 

384 
385 
386 
387 
388 
389 
390 
391 
392 
393 
394 
395 
396 
397 
398 
399 
400 
401 
402 
403 
404 
405 
406 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Partin-Palmer 

Partin-Palmer 

Paterson 

Paterson 

Paterson 

Patereon 

Pathfinder 

Pathfinder 

Pathfinder 

Pathfinder 

Peerless 

Peerless 

Peerless 

Peerless 

Pierce- Arrow 

Fierce-Arrow 

Fierce-Arrow 

Fierce-Arrow 

Fierce-Arrow 

Pierce- Arrow 

Fierce-Arrow   Two- 
Ton  Truck 

Pilot 

Premier 

Premier 

Premier 

Premier 

Pullman 

Pullman 

Pullman 

Pullman 

Pullman 

Regal 

Regal 

Regal 

Regal 

ll.. 


1917 32 1 

1918 Ultra  4-Forty J 

1914 32A33 

1915 4-32  &  6-48 

1916 6-42 

1917-18-19  6-45.6-45R,  1919  "6-46" 

1915 

1916 

1916 One-B 

1917 12 

1915 55 

1916 56-57FF 

1917-18-19  56-2FF 

1918-19...  56 

1914 38-C-2 

1914-15...  48-B 

1915 38-C 

1915 48-B-3 

1916 Tour.  &  Encl.  Cars . 

1917-18..  38-48-66... 


Disco 407 

Delco 408 

Delco 409 

Delco 410 

Delco 411 

Westinghouse 412 

Westinghouse 413 

Delco 414 

Delco 415 

Gray  &  Davis 416 

Gray  &  Davis 417 

Autolite 418 

Autolite 419 

Westinghouse 420 

Westinghouse 421 

Westinghouse 422 

Westinghouse 423 

Westinghouse 424 

Westinghouse 425 

Westinghouse 545 

1916-17-18    6-45 Delco 426 

1914 M Remy 427 

1915 M Remy 428 

1915 MJ Remy 429 

1917-18-19      6-B&6-C Delco 430 

1913 North  East 431 

1915 Splitdorf-Apelco 432 

1916 Splitdorf-Apelco 433 

1916 Splitdorf-Apelco 434 

1917 434 Splitdorf 435 

1913-14 ...     N Rushmore 436 

1914 C Rushmore 437 

1915-16 ...     E Dyneto 438 

1915-16-17    4  &  8 Dyneto-Connecticut 439 

1917..             J.  .  Heinze..                           .  440 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


and 


Regal 

Reo 

Reo 

Reo 

Reo 

Reo 

Reo 

Reo 

Reo  Truck 

Republic  Truck . 
Republic  Truck . 
Republic  Truck . 

Riker  Truck 

Riddle  Coach 

Hearse 

Roamer 

Roamer 

Roamer 

Ross 

Russell 

Saxon 

Saxon 

Saxon 

Saxon 

Saxon 

Saxon 

Sayers  &  Scovill 

Sayers  &  Scovill 

Scripps-Booth. . ... . . . 

Scripps-Booth 

Seagrave 

Service  Trucks 

Service  Trucks 

Simplex 

Speedwell 

Sphinx 

Standard 


1917-18 ...     J Autolite 441 

1914 R Remy 442 

1915 R&M Remy 443 

1916 M  &  U Remy 444 

1916 R  &  S Remy 445 

1917 M-N-R&S Remy 446 

1917 R-4 Remy 447 

1918-19 ...     T  &  U  &  Early  1919  Remy 448 

1917 Remy 449 

Remy 450 

Westinghouse 451 

10-11 Westinghouse 452 

1918 Westinghouse 453 


1917 

1916 

1917 R-A 

1918-19  ...     D-4-75  &  C-6-54. . . . 

1916-17...     8 

32  &  48 

1915 Four 

1915-16...     Six...- 

1916 S-2 

1917 B-5-R 

1917 S-4 1 

1918-19...     Y-18 J 

1916 4 

1916 6 

1916 Six-39&40 

1916-17-18    C4,  D8,  H 

1916 6 

(WithGenerator450) 

(WithGenerator760) 

1917 5 

1914-15 

1915-16 

1915..  4.. 


Delco 454 

Bijur 455 

Bijur 456 

Bijur 457 

Robbins  &  Meyer 458 

Bijur 459 

Ward-Leonard 460 

Gray  &  Davis 461 

Ward-Leonard 462 

Wagner 463 

Wagner 464 

Delco 465 

Delco 466 

Remy 467 

Wagner 468 

Westinghouse 469 

Westinghouse 470 

Westinghouse 471 

Bosch 472 

Westinghouse 473 

Splitdorf-Apelco 474 

Westinghouse 475 


CIRCUIT  DIAGRAMS  OF  CARS— Continued 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Standard 1916 8 

Standard 1916-17...     E 

Standard 1917 F 

Standard 1918-19...  G 

Standardized  Military 

Truck Class  B. 

Stearns..  1913..  4&6.., 


..     1914 4 

..     1915 Light  Four. 

1915-16-17-18-19   Series  32... 

..     1916 8 

..     1916-17...     SKL-4 

. .  1916-17-18-19    S-K-8 

65 

60-65.. 


Steams-Knight 
Steams-Knight . 
Steams-Knight . 
Steams-Knight 
Stearns-Knight . 
Stearns-Knight . 

Stephens 1917 .  . 

Stephens 1917.. 

Stephens 1918 70-74-75-78 . 

Stephens 1919 74  &  76  . . .  . 

Stevens-Duryea 1915 D-6. 


Studebaker 1914 Four 

Studebaker 1915 EC-SD-5 

Studebaker 1915 35-EG 

Studebaker 1916-17...     Series  17  &  18 

Studebaker , 1918-19  ...     SH,  EG,  EH 

Stutz 1914-15 

Stutz 1916-17 

Stutz 1918-19 

Sun 1917 Light  Six 

Sweeny  Tractor 1916-17 

Templar 1918-19...     445  &  Early  1919.  .. 

Union  Motor  Truck..     1916-17 

Universal  Tractor Governor  Generator 

Van    Blerck    Marine 

Engine (. . . 

Velie 1915-18...     15 

Velie - 1916 22 

Velie..  1917..            27.. 


Westinghouse 476 

Westinghouse 477 

Apelco 478 

Westinghouse 479 

Delco 546 

Gray  &  Davis 480 

Westinghouse 481 

Gray  &  Davis 482 

Westinghouse 483 

Westinghouse 484 

Westinghouse 485 

Westinghouse 486 

Autolite 487 

Delco , 488 

Delco 489 

Wagner 490 

Wagner 491 

Wagner 492 

Wagner 493 

Wagner 494 

Remy 495 

Remy 496 

Remy 497 

Remy 498 

Remy 499 

Remy , 500 

Autolite 501 

Remy 547 

North  East 502 

Gray  &  Davis 503 

Remy 504 

Remy 505 


CAR 


YEAR 


MODEL 


SYSTEM 


PAGE 


Velie 

Velie 

Warren 

Wayne 

Westcott 

Westcott 

Westcott 

Westcott 

Westcott 

White 

White 

White 

White 

White 

Willys-Knight. 

Willys-Knight. 

Willys-Knight. 

Willys-Knight 

Willys-Knight. 

Willys-Knight. 

Willys-Knight 

Willys-Knight 


Willys-Knight 

Willys-Knight 

Willys-Knight 

Willys-Knight 

Willys-Knight 

Winton 

Winton 

Winton 

Winton 

Winton 

Woods  Dual-Power. 
Woods  Dual-Power . 
Yale.. 


1917 28 

1918 3S&39 

1913-14 

1915 

1914 O-30 

1915 U-6&O-35 

1916 41&51 

1916 U-50&O-35 

1917-18-19   Series  17,  18,  Early  '19 

1913 

1914 GAG 

1914 GAGR 

1916-17 

1917-18-19      GM  &  Early  1919  . . 

1916......     84-C 

1916 84-R 

1916 84&84-T 

1916 84T,  84BT,  83R.... 


1917-18. 
1917-18. 
1917-18 . 
1917-18. 

1917-18. 
1917-18 . 
1917-18. 
1917-18. 
1918.... 
1915.... 

1915 

1915 

1916.. 


88-4-C 

88-4-LIM 

88-4-SN 

88-4T,  88-4-LIM, 

88-4-SN 

88-8-C&R 

88-8-SN 

88-8-T 

88-8-TC 

89-CLR-SN&T.... 

21 

21 

21-A 

22.. 


Remy 

Remy 

North  East 

Splitdorf-Apelco . 

Jesco ! . . . . 

Delco 

Delco 

Delco 

Delco 

Entz 

White-Entz 

White-Entz 

White 

Leece-Neville.    . . 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite.  . 


1917-18...  22... 

1917 1600. 

1918 1700. 

1917..  K-8.. 


Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Autolite 

Bijur 

Gray  &  Davis . 

Bijur 

Bijur 

Bijur 

Woods 

Woods 

Disco .  . 


506 
507 
508 
509 
510 
511 
512 
513 
514 
515 
516 
517 
518 
519 
520 
521 
522 
523 
524 
525 
526 

527 
528 
529 
530 
531 
532 
533 
534 
535 
536 
537 
538 
539 
540 


STANDARD  AND  INTERNAL  WIRING  DIAGRAMS 


SYSTEM 


DIAGRAMS  OF 


PAGE 


Adlake Standard  wiring  with  Internal  of  Regulator 548 

Allis-Chalmers Standard  wiring,  Single  Unit,  with  B.  &  S.  Instr.  Panel 549 

Allis-Chalmere Single  Unit — Internal  wiring 550 

Allis-Chalmers Motor-Generator  with  Regulator  (Late  Model) 551 

Atwater-Kent Ignition  System 552 

Autolite Internal  Circuits.     Mod.  G.  H.  Genr.;  Mod.  M.  Motor 553 

Autolite Standard  wiring,  Series  Dimmer,  Grounded  System  Connec- 
ticut Ignition,  Type  H  &  N-D  Switch 554 

Autolite G  B  Generator.     Field  Winding  Internals 555 

Autolite GC,  GD  Generators.    Field  Winding  Internals 556 

Autolite GG  Generator.     Internal  Connections 557 

Autolite MD,  MC,  MF  Motors.     Internal  Circuits 558 

Autolite G  H  Generator.     Internal  Connections  Clockwise  Rotation.  .  559 

Autolite G  H  Generator.     Internal  Connections.     Counter  Clockwise 

Rotation 560 

Bijur Internal  Circuits 561 

Bijur Generator    with    Regulator.     Internal    Circuits.    Standard 

Connections 562 

Bijur Two  Terminal  Type  L  61  Generator.    Internal  Circuits 563 

Bijur Single  Terminal  Type  L  61   Generator.     Internal  Circuit. 

Grounded  System 564 

Bijur Front    Head    Type    L    61    Generator.     Internal    Circuit. 

Grounded  System 565 

Bijur 1918    Demountable    Type    Voltage    Regulator.     Internal 

Circuits ! 566 

ch Starting  and  Lighting  System 567 


SYSTEM 


DIAGRAMS  OF 


PAGE 


Bosch-Rushmore ....  Internal  Circuits  568 

Connecticut Igniter  System 569 

Connecticut Internal  Circuits 570 

Connecticut Automatic  Ignition  System • 571 

Connecticut Ignition.  Internal  Circuit.  Type  O  Switch,  GA  Coil  and 

No.  16  Igniter 572 

Deaco Voltage  Regulator  and  Generator ,. . .  .  573 

Delco Motor-Generators,  All  Models 574  to  579 

Delco 1912-13  6-24  Volt  System.  Internal  Motor  and  Generator 

Control 580 

Delco Control  Panel  6-24  Volt  System 581 

Delco Voltage  Regulator.  Internal  Circuit 582 

Detroit R-S  Motor-Generator.  Installation  for  cars  not  originally 

equipped 583 

Disco Standard  wiring,  Generator  Model  100,  Motor  Model  200.  .  .  .  584 

Disco Single  Unit  Standard  Wiring 585 

Disco Standard,  Two  Unit,  Diagram  Models  30  to  39 '. .  586 

Disco Standard,  Two  Unit,  Diagram  Models  40  to  49 587 

Disco 12-Volt  Motor-Generator  with  Regulator 588 

Dyneto Standard  wiring,  for  Entz  Starting  and  Lighting  System ....  589 

Dyneto Standard  wiring,  Single  Unit,  4-Terminal  Unit,  Models  A  &  B  590 

Dyneto Standard  wiring,  Two  Unit,  DA  Motor,  GA  Generator 591 

i 

Dyneto Internal 592 

Dyneto Motor  Generator.     Internal  Connections 593 

Dyneto-Entz Chalmers  and  White  Installation 594 

Eisemann Internal  G-4  Magneto 595 


STANDARD   AND   INTERNAL   WIRING   DIAGRAMS— Continued 


SYSTEM 


DIAGRAMS  OF 


PAGE 


Eisemann External  E  M  Magneto.     Dual  Ignition 595 

Esterline Generator  with  Automatic  Cut-Out 596 

Fischer Double  Deck  Model  for  Fords 597 

Ford For  Coupe  and  Sedan  Models 645 

Genemotor '.     Type  G  S  L  102.    Standard  wiring  and  Internal  Circuit 598 

Genemotor Type  G  S  L  101.    Standard  wiring 599 

Genemotor Type  G  S  L  103.    Standard  wiring 599 

Gray  &  Davis Standard  Grounded  System,  1913-14 600 

Gray  &  Davis Standard,  Two-Wire  System,  1913-14 601 

Gray  &  Davis Standard  Grounded  System,  1915 602 

Gray  &  Davis Standard  Grounded  System,  1915,  Internal  wiring 603 

Gray  &  Davis Two  Unit,  Internal 604 

Heinze-Springfield . . .     Two  Unit — Intenal  Circuits 605 

Heinze  Magneto  Circuits    L-T-4 639 

Jesco Internal 606 

Leece-Neville Cut-Out  and  Generator.    Motor  and  Generator 607 

National Standard  wiring 608 

North  East Models  A.  &  B 609 

North  East Models  D  &  G 610 

Philbrin Duplex  Ignition  System.    Internal  and  External  wiring 611 

Remy Internal  Circuits 640-1-2-3 

Rushmore Standard  wiring 612 

Simms-Huff Internal  Circuits .• . .  613 

Splitdorf-Apelco 12- Volt  Motor-Generator  with  Cut-Oui 588 

U.  S.  L 12-24-Volt  External  Regulator 614 

Wagner Motor-Generator  with  Regulator 551 

Wagner 12- Volt  Single  Unit,  Motor-Generator,  Early  Models 615 


SYSTEM 


DIAGRAMS  OF 


PAGE 


Wagner 

Wagner- Ward-Leonard 

Ward-Leonard 

Ward-Leonard 

Westinghouse 

Westinghouse 

Westinghouse 


Westinghouse . 
Westinghouse . 


Westinghouse . 
Westinghouse. 

Westinghouse . 


Westinghouse . 
Westinghouse . 
Westinghouse . 

Westinghouse . 
Westinghouse . 
Westinghouse . 


Motor  36-T,  Generator  45-T 616 

Two  Unit  6-12  Volt  System 617 

Voltage  Regulators 618 

Generator  with  Regulator  Cut-Out 619 

Standard  wiring,  Separately  Mounted  Regulator 620 

Standard  wiring,  Single  Reduction  Motor,  Vertical  Ign 621 

Double  Reduction  Motors:    Switch  for  Auto.    Screw  Pinion 

Shift 622 

Horizontal  and  Vertical  Ignition  Systems 623 

3rd  Brush  Generators.    Separate  and  Self-Cent.  Cut-Out 

and  Starting  Motor 624 

Generator  Frame  150-750 625 

Motors,  Generators,  Switches,  Relay  Regulators,  Cut-Outs, 

etc 626  to  631 

Round  Generator  with  separate  Regulator-Vertical  Ignition 
(S.G.L.  Reduction  Motor)  Ammeter,  Fuse  Block,  Start- 
ing Switch,  Rev.  Lighting  and  Ignition  Switch 632 

Standard  Motor,  Lighting  and  Ignition  Generator,  2-Gang 

Lighting  and  Ignition  Switch,  Ammeter  and  Fuse  Block .  633 
Third  Brush  Generator,  Separate  Cut-out,  Starting  Motor, 

Starting  Switch 634 

Third  Brush  Generator  and  Self-Contained  Cut-out,  Starting 

Motor,  Starting  Switch 635 

Lighting  and  Ignition  Frame  No.  760,  Right  Hand  Rotation  636 

Starting  Motor  Connections 637 

Separately  Mounted  Regulator 638 


xiv 


ELECTRICITY  AND   MAGNETISM 


Electricity  and  magnetism  are  now  used  so  extensively  and 
vitally  in  connection  with  the  ignition,  starting  and  lighting  of 
gas  cars,  trucks,  motorcycles,  etc.,  that  an  explanation  of  a  few 
of  the  fundamentals  may  remove  some  of  the  fear  that  many 
mechanics  have  toward  such  electrical  equipment.  The  oper- 
ation, care  and  repair  of  the  electrical  systems  are  identical 
from  a  basic  idea  on  all  makes  of  cars.  This  being  the  case, 
if  one  understands  the  why  of  any  unit  of  any  system,  one 
can  readily  locate  and  correct  faults  or  troubles,  thus  keep- 
ing the  system  in  proper  operation. 


Electricity  as  it  is  used  in  conjunction  with  the  automo- 
bile, or  motor  truck,  is  called  dynamic,  or  moving,  to  differ- 
entiate it  from  static  electricity,  which  is  generated  by  the 
rubbing  together  of  two  different  materials.  An  example 
of  static  electricity  is  the  crackling  that  is  heard  very  often 
when  rubbing  a  cat's  back  or  combing  one's  hair  with  a 
rubber  or  vulcanite  comb.  In  order  to  generate  dynamic 
electricity  or  make  use  of  it  to  do  mechanical  work,  one  must 
employ  magnetism. 


Since  the  lines  of  force  always  emanate  from  the  north 
pole  of  a  magnet  and  enter  the  south  pole,  it  can  readily  be 
seen  that  like  poles  of  two  magnets  repel  one  another  and 
unlike  poles  attract.  Similarly,  if  any  magnet,  free  to  move, 
be  acted  upon  by  the  field  of  another  magnet,  it  will  take  such 
position  as  will  have  all  of  the  lines  of  force  both  flowing  in 
the  same  direction. 


A  magnet  may  be  of  two  forms,  one  in  which  the  magnet- 
ism remains  as  a  permanent  characteristic  and  the  other  in 
which  the  magnetic  influence  must  be  supplied  from  without. 
Inasmuch  as  any  wire  carrying  an  electrical  current  is  sur- 
rounded by  a  magnetic  field,  and  because  this  field  is  multi- 
plied over  and  over  by  winding  the  wire  into  the  form  of  a 
coil,  all  turns  being  in  the  same  direction,  the  method  of  util- 
izing this  "magnetic  influence  is  by  winding  the  coil  around 
an  iron  core.  Examples  of  the  two  forms  of  magnets  are, 
first,  the  large  permanent  horse  shoe  magnets  of  the  magneto, 
and  second,  the  field  coils  and  field  pole  pieces  of  the  electric 
starting  motor  or  generator. 


Magnetism,  in  the  permanent  form,  is  most  evident  in 
steel  or  iron  and  may  be  defined  as  that  property  of  a  body 
which  enables  it  to  attract  or  repel  iron  or  steel.  This  char- 
acteristic is  due  to  an  invisible  force  radiating  from  the  mag- 
net in  lines,  called  magnetic  lines  of  force,  coming  out  from 
one  "pole"  of  the  magnet  and  entering  the  other.  The  pole 
from  which  these  lines  leave  the  magnet  is  called  the  north 
pole,  and  if  the  magnet  were  free  to  move  with  no  outside 
influence  this  pole  would  always  point  toward  the  north  pole 
of  the  earth. 


Electricity  is  the  name  given  to  a  conveyor  of  energy,  but 
an  accepted  definition  has  never  been  formulated.  A  great 
many  of  its  uses  are  known  and  its  action  is  well  understood, 
together  with  its  limitations,  but  what  it  really  is  still  remains 
to  be  discovered. 


To  begin  with,  there  must  be  a  difference  of  pressure  (volt- 
age) between  the  two  sides  or  lines  of  an  electric  circuit  in 
order  that  a  current  will  flow.  This  condition  is  analogous  to 


that  of  water  flowing  in  a  pipe  in 'that  there  must  be  a  differ- 
ence in  pressure  between  any  two  points  before  any  water  can 
flow.  Also,  any  conductor  of  electricity  opposes  the  flow  of 
current  thru  it ;  this  characteristic  is  called  resistance.  From 
experiments  it  has  been  determined  that  the  resistance  of  any 
conductor  varies  inversely  with  the  area  and  directly  with 
the  length  of  the  conductor.  An  equation  has  been  constructed 
which  will  give  either  the  voltage,  current,  or  resistance  of 
the  whole,  or  any  part  of  a  circuit  when  the  other  two  are 
known,  that  is,  the  current  flowing  thru  any  circuit  is  equal 
to  the  voltage  impressed  upon  the  circuit  divided  by  its  resist- 
ance. 

The  distributing  system  for  electrical  equipment  on  motor 
cars  is  designed  with  the  same  care  as  any  other  important 
element  thereof.  In  the  design,  the  engineer  takes  into  account 
the  current  to  be  carried,  as  well  as  the  permissible  voltage 
drop  thru  the  conductors  and  connections.  This  voltage  drop 
thru  any  part  or  the  whole  of  an  electrical  circuit  can  be 
measured  with  a  voltmeter  of  suitable  calibration.  For 
example :  take  a  three-foot  length  of  wire  and  send  a  current 
thru  it,  having  one  terminal  of  a  voltmeter  connected  to  one 
end  of  the  wire  and  the  other  terminal  of  the  meter  to  the 
other  end  of  the  wire;  a  voltage^will  be  registered  which  is 
proportional  to  the  size  of  the  wire  and  to  the  amount  of 
current  flowing.  If  the  size  of  the  wire  is  increased,  or  the 
current  is  reduced,  a  smaller  voltage  drop  will  be  recorded 
and  vice  versa.  From  this  it  will  be  seen  that  the  wires  of 
any  circuit  must  be  of  sufficient  size  to  carry  the  current  for 
that  circuit  without  a  prohibitive  voltage  drop,  which  means 
a  loss  of  power  thru  the  conductor.  This  loss  of  power  makes 
itself  evident  in  the  form  of  heat,  for  the  conductor  becomes 
hot  if  too  much  current  is  forced  thru  it. 


The  same  explanation  holds  for  the  condition  of  poor  or 
good  contact  at  the  various  connections  in  the  circuit.  The 
poor  contact  would  correspond  to  the  small  wire  with  heavy 
current  in  that  there  would  be  an  excessive  loss  of  voltage 
at  that  point.  A  terminal  may  be  tight  mechanically  to  the 
binding  post,  but  rust  or  corrosion  will  cause  it  to  make  a  very 
poor  contact.  In  case  the  lamps  burn  dim  or  the  starter  fails 
to  operate  with  everything  else  in  apparent  good  order,  try 
all  contacts  with  the  voltmeter,  measuring  the  drop  in  the 
same  way  as  in  measuring  that  thru  a  wire.  The  test  points 
explained  below  may  show  a  continuous  circuit,  but  a  poor 
connection  could  introduce  a  high  resistance  that  would  vir- 
tually open  the  circuit  when  its  normal  current  tends  to  flow. 


STARTING   MOTORS 

The  starting  motor,  as  used  in  connection  with  motor 
vehicles,  is  a  device  for  converting  electrical  energy  into 
mechanical  work.  When  the  starting  switch  is  closed,  allow- 
ing the  current  to  flow  from  the  battery  thru  the  starter,  two 
electro  magnets  are  brought  into  play,  one  being  that  of  the 
field  coils  or  stationary  part  of  the  machine,  and  the  other 
the  armature,  both  being  coils  of  wire  conveying  an  electric 
current.  As  the  armature  is  free  to  move  within  certain  lim- 
its, and  is  a  magnet  operated  upon  by  an  external  magnetic 
influence,  it  will  turn  to  allow  its  own  lines  of  force  to  run 
coincident  with  those  of  the  field  coils.  Due  to  the  construc- 
tion of  the  armature  having  coils  over  its  entire  circumfer- 
ence, new  coils  are  being  magnetized  continuously,  thus  keep- 
ing the  armature  in  rotation.  The  available  power  from  any 
electric  motor  depends,  as  seen  from  the  above,  upon  the  rela- 
tive magnetic  strength  of  the  two  magnetic  fields.  Therefore, 


if  either  or  both  are  effected  by  short  circuit,  open  circuit, 
poor  contact,  or  ground,  the  strength  of  the  machine  will  be 
reduced  proportionately. 


GENERATORS   AND   IGNITION   COILS 

One  of  the  fundamental  principles  of  electricity  is  that  if 
the  number  of  magnetic  lines  of  force  passing  thru  any  closed 
coil  or  closed  electrical  circuit  be  changed,  a  voltage  will  be 
induced  in  this  coil  which  will  cause  a  current  to  flow,  the 
magnetic  effect  of  which  is  to  oppose  the  change  in  the  orig- 
inal number  of  lines  of  force.  The  voltage,  as  induced,  depends 
upon  the  length  of  time  required  to  change  the  magnetic  influ- 
ence,— the  more  rapid  the  change,  the  higher  the  voltage.  The 
operation  of  all  direct  current  generators,  as  well  as  gasoline 
motor  ignition  systems,  depends  upon  this  principle. 

In  the  case  of  the  generator,  the  number  of  magnetic  lines 
of  force  threading  any  coil  of  the  armature  is  a  maximum 
when  the  plane  of  the  coil  is  at  right  angles  to  the  path  of  the 
field  force  from  the  field  coils.  This  can  be  readily  seen  if  we 
take,  as  an  example,  a  two-pole  generator  with  a  single  coil 
on  the  armature.  If  we  imagine  the  poles  to  be  in  the  hori- 
zontal position  and  the  plane  of  the  coil  in  the  vertical  position 
we  have  a  condition  of  maximum  number  of  lines  of  force 
threading  the  coil.  Now,  if  we  turn  the  coil  thru  any  appreci- 
able angle,  the  field  coils  and  pole  pieces  remaining  stationary, 
the  number  of  lines  of  force  is  decreased  and  a  voltage  is  gener- 
ated (the  amount  depends  upon  the  speed  of  rotation)  in  the 
coils  of  the  armature.  By  increasing  the  number  of  coils  in 
the  armature  the  voltage  is  increased  and  kept  more  nearly 
^nstant. 


The  commutator  on  the  end  of  the  armature  shaft  is  for 
reversing  the  current  as  it  leaves  the  armature,  since  it  is  a 
fluctuating  or  alternating  current  that  is  generated  in  the 
coils.  This  can  be  readily  seeij  because  the  number  of  lines  of 
force  is  increased  during  one-l\alf  of  the  revolution  and  de- 
creased during  the  other  half.  ' 


In  the  case  of  ignition  systems,  we  have  a  similar  con- 
dition, namely,  the  change  in  the  number  of  lines  of  force 
threading  the  coil.  Ignition  coils,  primary  and  secondary, 
are  wound  about  the  same  iron  core  so  that  any  change  in 
magnetic  influence  of  one  is  transmitted  directly  to  the  other 
with  a  minimum  of  loss.  When  current  is  flowing  thru  the 
primary  or  low  voltage  coil  of  the  system,  from  a  battery,  in 
the  case  of  battery  ignition,  and  self-generated  by  the  mag- 
nets, in  magneto  ignition,  it  builds  up  a  heavy  magnetic  field, 
the  lines  of  force  of  which  thread  the  secondary.  When  this 
current  is  cut  off  by  the  opening  of  the  breaker  points,  this 
magnetic  influence  ceases.  The  change  in  the  number  of  lines 
of  force  thru  the  primary  causes  a  countervoltage  to  be 
induced  in  the  primary,  the  current  from  which  must  be 
absorbed  or  a  bad  arc  develops  at  the  breaker  points.  The 
condenser,  a  vital  part  of  all  ignition  systems,  is  employed  for 
this  work,  as  further  described  herein. 


Inasmuch  as  both  the  primary  and  secondary  coils  are 
wound  on  the  same  core,  the  effect  of  the  change  in  the  magnet- 
ism of  the  primary  has  the  same  result  in  the  secondary  in 
that  a  voltage  is  induced.  The  coil  relationship  is  such  that 
this  secondary  voltage  is  very  high  and  forces  itself  across 
the  gap  of  the  spark  plug,  causing  the  ignition  spark. 


xvii 


IGNITION 

The  internal  combustion  motor  derives  its  power  from 
the  expansive  force  developed  by  the  charge  of  gas  which  is 
compressed  in  the  explosion  chamber  being  suddenly  raised 
from  a  low  to  a  high  temperature.  To  raise  the  temperature 
of  this  gas  one  must  supply  heat.  This  heat  is  generated  by 
the  burning  of  a  part  of  the  gas  (gasoline)  which  is  com- 
pressed. As  in  the  case  of  any  burning  material,  a  definite 
length  of  time  is  required,  depending  upon  the  quantity, 
before  the  material  is  entirely  consumed.  This  last  statement 
must  be  borne  in  mind  at  all  times  when  considering  ignition 
problems. 


To  start  the  burning  of  any  combustible  substance  an  ignit- 
ing flame  or  its  equivalent,  the  heat  value  of  which  is  measured 
by  the  inflammability  of  the  substance,  must  first  be  applied; 
This  igniting  flame,  in  the  case  of  the  gas  in  an  automobile 
engine,  is  supplied  by  the  spark  which  occurs  between  the  elec- 
trodes of  the  spark  plug.  It  is  very  essential  that  this  spark 
occur  at  the- proper  time  relative  to  the  position  of  the  piston 
in  the  cylinder  as  well  as  that  the  valves  be  in  the  proper 
position.  The  gas  must  be  compressed  to  its  highest  point 
when  the  combustion  is  completed.  Were  there  no  time  ele- 
ment to  be  considered  in  the  burning  of  the  gas,  ignition  could 
take  place  when  the  piston  is  at  its  highest  point.  However,  in 
order  to  have  the  motor  operate  at  its  proper  efficiency,  the 
spark  is  so  set  that  the  charge  is  ignited  before  the  piston 
reaches  the  top  dead  center.  Since  the  amount  of  this  advance 
of  the  spark  before  center  depends  on  the  speed  of  the  motor 
as  well  as  its  load,  considering  all  forms  of  ignition  the  same, 
provision  both  manual  and  automatic  is  made  for  varying  the 


sparking  position.  If  the  ignition  takes  place  too  early,  the 
motor  will  have  a  knock  that  is  very  characteristic,  whereas 
if  it  be  too  late,  loss  of  power  and  excessive  heating  will  be 
noted. 


In  the  majority  of  battery  ignition  systems  the  breaker 
cam  is  held  to  the  drive  shaft  with  some  form  of  friction 
device.  This  cam  can  be  easily  moved  and  thus  change  the 
sparking  position  beyond  the  limits  of  the  control  lever.  In 
the  high  tension  magneto  the  breaker  mechanism  is  perma- 
nently located  on  the  armature  shaft,  usually  with  some  form 
of  key.  For  this  reason  the  only  method  of  altering  the  spark- 
ing position  beyond  the  range  of  the  control  lever  is  thru  the 
driving  yoke  or  timing  gears  of  the  motor.  Alteration  of  the 
relationship  between  the  distributor  gear  and  armature  gear 
does  not  affect  the  sparking  position  of  the  magneto,  but  does 
move  the  high  tension  conductor  relative  to  the  segments  in 
the  distributor  when  the  magneto  spark  occurs. 


There  are  at  present  two  distinctive  types  of  ignition  in 
use  on  automobile  engines,  namely,  battery  ignition  and  mag- 
neto. The  principle  of  operation  of  each  is  the  same  and  it  is 
identical  with  that  of  the  generators,  i.  e.,  the  inducing  of  a 
voltage  in  a  coil  of  wire  by  changing  the  number  of  magnetic 
lines  of  force  threading  the  coil.  The  ignition  system  is  made 
up  of  a  primary  and  a  secondary  coil,  a  primary  circuit 
breaker,  a  condenser  and  a  distributing  system  for  both  the 
primary  and  secondary  current.  The  primary  coil  is  one  of 
a  comparative  few  number  of  turns  of  rather  heavy  wire 
wrapped  around  a  core  of  soft  iron.  This  coil,  as  its  name 
implies,  is  the  "first  one  to  function  in  the  operation  of  the 


xvin 


ignition  system.  The  secondary  coil  is  composed  of  a  greater 
number  of  turns  of  very  small  wire.  Since  the  secondary 
coil  depends  upon  the  changes  in  the  magnetic  influence  of  the 
primary  coil,  and  in  order  to  eliminate  as  much  as  possible 
the  loss  of  this  magnetic  influence  thru  leakage,  both  the  pri- 
mary and  secondary  coils  are  wound  upon  the  same  core. 
The  primary  circuit  breaker  is  a  mechanism  used  for  opening 
the  primary  circuit  at  regular  predetermined  intervals.  The 
condenser  functions  in  the  ignition  system  in  the  same  way  as 
an  air  chamber  on  a  water  pump,  that  is,  it  absorbs  the  surge 
in  the  pressure  at  one  interval  and  discharges  the  accumulated 
pressure  at  another  interval.  An  electrical  condenser  is  made 
up  of  a  number  of  sheets  of  electrical  conducting  material, 
usually  tin  or  aluminum  foil,  separated  by  sheets  of  insulating 
material,  such  as  paper  or  mica.  Its  complete  operation  is 
outlined  below.  The  primary  distribution  system,  in  the  case 
of  battery  ignition,  is  that  set  of  wires  which  feed  the  primary 
current  from  the  battery  to  the  coil  and  breaker  points,  and  in 
the  magneto  that  wire  or  system  of  wires  which  are  used  to 
short  circuit  the  magneto  primary  circuit  breaker  and  thus 
make  it  inoperative.  The  secondary  distribution  system  is 
that  which  distributes  the  secondary  or  high  voltage  current 
from  the  secondary  coil  to  the  spark  plugs.  In  the  case  of 
multi- cylinder  motors  this  secondary  distribution  system  usu- 
ally takes  the  form  of  a  distributor  head  moulded  from  a  high 
tension  insulation  with  inserts  moulded  in  place.  The  high 
tension  current  is  fed  to  the  center  of  the  distributor  head 
and  thru  some  form  of  rotor  distributed  to  these  inserts  and 
from  them  thru  the  spark  plug  wires  to  the  plugs. 

In  both  the  single  spark  battery  ignition  and  high  tension 
magneto  ignition  the  primary  coil  is  first  energized,  its  mag- 
netic field  encircling  and  threading  the  secondary  coil.  Upon 


opening  the  circuit  of  the  primary  coil  this  magnetic  influence 
ceases,  which  induces  a  high  voltage  in  the  secondary  coil. 
In  the  design  of  the  ignition  unit  the  relationship  between 
the  primary  and  secondary  coils  is  such  that  this  induced 
voltage  is  sufficient  to  jump  the  gap  at  the  plug.  At  the  time 
of  opening  the  primary  circuit  there  is  a  considerable  voltage 
induced  in  the  primary  coil  itself  and  this  voltage  tends  to 
force  current  thru  the  gap  at  the  breaker  points  even  after 
they  have  been  slightly  opened.  Were  this  condition  allowed 
to  exist  the  breaker  points  would  very  soon  burn  away.  It 
is  at  this  point  that  the  condenser  functions.  Instead  of  the 
arc  forming  at  the  breaker  points  the  condenser,  thru  what 
we  may  term  its  elastic  characteristic,  absorbs  the  current 
from  this  self-induced  voltage  and  almost  immediately  dis- 
charges it  back  thru  the  primary  coil.  Since  a  reversal  of 
the  direction  of  flow  of  the  current  reverses  the  direction  of 
flow  of  the  magnetic  lines  of  force,  the  discharge  of  the  con- 
denser reduces  the  length  of  time  required  for  the  number  of 
lines  of  force  threading  the  secondary  coil  to  change  from 
maximum  to  zero.  This  reduction  of  the  time  element  for 
the  change  increases  the  secondary  voltage  because  the  induced 
voltage  in  any  coil  depends  upon  the  time  rate  of  change  of 
the  magnetic  influence  threading  the  coil. 

v 

The  action  of  the  high  tension  magneto  is  identical  with 
that  of  the  battery  ignition,  altho  the  resultant  operating 
characteristics  differ.  The  high  tension  magneto,  being  a 
self-contained  unit,  develops  its  own  primary  energy  thru  the 
rotation  of  the  armature  between  the  poles  of  the  strong 
horse  shoe  magnets.  The  generation  of  this  primary  current 
is  explained  by  again  referring  to  the  topic  of  generators  in 
that  the  number  of  magnetic  lines  of  force  is  changed  by  the 
rotation  of  the  armature  in  the  magnetic  field.  The  primary 


six 


circuit  breaker  of  the  high  tension  magneto  is  so  located  that 
the  contact  points  open  when  the  primary  current  is  at  its 
greatest  value.  The  magneto  armature,  under  this  condition, 
is  usually  from  one-eighth  to  five-thirtyseconds  of  an  inch  of 
leaving  the  pole  shoe,  when  the  spark  control  lever  is  in  the 
fully  retarded  position.  Since  the  primary  voltage,  together 
with  the  primary  current,  increases  with  an  increased  speed 
of  rotation  of  the  armature,  it  is  possible  to  break  the  primary 
circuit  earlier  in  the  relative  position  of  armature  and  pole 
pieces. 

There  is  one  characteristic  in  high  tension  magneto  ignition 
that  is  not  found  in  battery  ignition,  due  to  the  rotation  of 
the  secondary  coil  in  the  magnetic  field.  This  causes  what  is 
called  the  "after  burning"  of  the  spark.  Also,  since  the  cur- 
rent as  generated  in  the  primary  coil  of  the  magneto  is  alter- 
nating, the  direction  of  flow  thru  the  breaker  points  is  reversed 
every  time  that  they  separate.  This  fact  reduces  the  tendency 
of  burning  of  the  points  and  eliminates  the  formation  of  a 
cone  and  crater  condition  which  is  so  often  found  on  battery 
ignition  systems  which  have  no  current  reversing  feature 
incorporated  in  the  ignition  switch. 


A  cutout  consists  of  an  iron  core  having  two  windings 
thereon,  namely,  a  shunt  and  a  series  winding.  The  shunt 
winding  is  connected  across  the  generator  so  as  to  receive  the 
full  voltage  of  the  generator  across  the  terminals,  and  when 
the  machine  attains  a  speed  at  which  it  develops  a  voltage  over 
that  of  the  battery,  the  shunt  winding  is  sufficiently  energized 
to  close  the  cutout.  When  the  cutout  is  closed  a  small  current 
is  caused  to  flow  in  the  series  winding  connected  in  the  main 
circuit  from  the  generator  to  the  battery,  and  this  coil  is  ener- 
gized. The  pull  due  to  the  series  winding,  which  is  much 
greater  than  that  of  the  shunt,  reinforces  the  pull  due  to  the 
shunt  winding  and  firmly  holds  the  contacts  of  the  cutout  in 
their  closed  position. 


When  the  speed  of  the  generator  is  decreased  to  a-  value  at 
which  its  voltage  is  lower  than  that  of  the  battery,  or  when 
the  generator  is  at  rest,  a  momentary  discharge  of  the  battery 
thru  the  series  winding  takes  place  and  demagnetizes  the  coil. 
The  instant  the  coil  is  demagnetized,  the  tension  spring 
attached  to  the  cutout  pulls  its  contact  arm  away  from  the 
core  and  opens  the  circuit. 


CUTOUTS  OR  REVERSE  CURRENT  RELAYS 

The  cutout  or  reverse  current  relay  automatically  connects 
and  disconnects  the  generator  to  the  battery.  When  the  gen- 
erator is  at  rest,  the  contacts  are  held  open  by  a  tension  spring 
on  one  of  the  cutout  contacts.  When  the  generator  attains 
a  speed  sufficient  to  develop  a  voltage  of  6.5  volts,  in  the  case 
of  6- volt  systems,  the  cutout  is  automatically  closed  and  the 
generator  is  connected  to  the  battery. 


VOLTAGE  REGULATORS 

Most  voltage  regulating  units  consist  of  a  core  having  a 
single  winding,  this  winding  being  connected  across  the  gener- 
ator. The  current  in  the  winding  and  the  resulting  magnetic 
pull  of  the  core  will  depend  upon  the  pressure  developed  by 
the  generator.  Opposite  one  end  of  the  core  is  a  vibrating 
reed  or  contact  arm,  which  is  spring  retracted  away  from  the 


core.  When  this  reed  is  spring  retracted  away  from  the 
core  it  makes  contact  so  that  there  is  a  by-pass  around  a 
resistance  coil,  which  is  in  series  with  the  field  winding  of  the 
generator.  With  the  vibrating  reed  in  this  position,  the  shunt 
field  winding  receives  the  full  pressure  developed  by  the  gen- 
erator. With  increasing  generator  speed  the  voltage  increases 
until  the  armature  develops  7.75  volts,  in  case  of  a  6-volt 
system,  and  at  this  electrical  pressure  the  regulator  begins  to 
function  and  will  maintain  7.75  volts  across  the  generator 
brushes  at  all  higher  speeds. 

With  increasing  generator  speed  the  voltage  will  tend  to 
rise  above  7.75.  If,  however,  this  value  is  exceeded  by  a  very 
small  amount,  the  increased  pull  on  the  vibrating  reed  of  the 
regulating  unit  will  overcome  the  spring  pull  and  it  will  be 
drawn  towards  the  core,  thus  opening  the  contacts  and  insert- 
ing the  resistance  in  the  generator  field  circuit.  The  added 
resistance  in  the  field  circuit  decreases  the  exciting  current 
in  the  field  winding  and  the  voltage  developed  by  the  armature 
tends  to  drop  below  the  normal  value  of  the  7.75  volts.  If 
the  voltage  drops  slightly  below  the  normal,  the  pull  of  the 
spring  on  the  regulator  reed  predominates  and  it  again  moves 
away  from  the  core  and  closes  the  contacts  which  short  cir- 
cuits the  resistance  and  permits  the  exciting  field  current  to 
increase.  This  cycle  of  operations  is  repeated  at  rapid  inter- 
vals and  maintains  the  generator  voltage  constant  at  all  speeds 
above  the  critical  value  at  which  it  develops  7.75  volts  with 
the  resistance  cut  out  of  the  field  circuit. 

The  rapidity  of  vibration  depends,  to  a  large  extent,  upon 
speed,  the  regulator  reed  vibrating  one  hundred  to  one  hun- 
dred and  fifty  times  per  second.  The  actual  voltage  developed 
by  the  generator  is  made  up  of  a  series  of  very  fine  ripples 


above  and  below  a  straight  line,  the  mean  value  of  these  rip- 
ples being  7.75  volts,  the  constant  value  for  which  the  regulator 
is  adjusted. 

CONSTANT  CURRENT  GENERATORS.    (Third  brush 
regulation) 

The  voltage  regulation  of  all  third  brush  generators  is 
effected  by  means  of  the  reactive  magnetic  flux  set  up  by  the 
current  flowing  thru  the  armature. 

The  amount  of  current  generated  depends  primarily  upon 
the  speed  at  which  machine  is  driven  and  the  position  of  the 
regulating  brush  with  respect  to  the  two  main  brushes. 

Beginning  at  zero  speed,  the  voltage  is,  of  course,  zero,  and 
with  increasing  speed  the  voltage  increases  until  the  armature 
develops  6.5  volts,  at  which  value  the  shunt  coil  of  the  cutout 
is  sufficiently  energized  to  cause  the  cutout  switch  to  close. 

After  the  cutout  is  closed,  the  generator  begins  to  deliver 
current  to  the  battery. 

The  constant  current  generator  has  a  single  shunt  winding 
distributed  over  its  poles  and  the  regulation  is  effected  by 
having  this  winding  connected  between  one  of  the  main  gener- 
ator brushes  and  an  auxiliary  or  regulating  brush.  The 
maximum  current  generated  depends  upon  the  location  of 
the  third  brush  with  respect  to  the  main  brush  to  which  one 
side  of  the  shunt  field  is  connected.  Moving  the  third,  or 
regulating  brush,  in  the  direction  of  rotation  of  the  armature, 
increases  the  generator  output,  and  in  direction  opposite  to 
the  rotation  of  armature  decreases  the  output. 


LOCATION  AND  CORRECTION  OF  FAULTS 


With  the  foregoing  information  and  the  following  blue- 
prints one  can  readily  repair  or  adjust  any  part  of  the  elec- 
trical equipment  of  any  car.  However,  just  as  the  repair  and 
adjustment  of  the  mechanical  elements  of  the  car  require 
special  tools  and  gauges,  satisfactory  work  on  the  electrical 
equipment  necessitates  the  use  of  electrical  tools  and  measur- 
ing instruments. 

Probably  the  most  universal  and  convenient  tool  for  check- 
ing various  points  about  the  electrical  equipment,  both 
assembled  or  removed  from  the  car,  is  a  pair  of  test  points. 
A  very  satisfactory  set  of  test  points  can  be  made  from  an 
electric  light  extension  cord  by  cutting  one  of  the  conductors 
and  soldering  a  brass  point  made  from  one-quarter  inch  brass 
rod  six  inches  long,  to  each  end,  or  extension  of  the  cut  wire. 
With  the  plug  in  the  light  socket  and  the  current  turned  on, 
the  lamp  will  light  if  the  points  are  in  contact,  either  directly 
or  thru  some  electrical  conductor,  and  will  not  light  if  the 
points  are  not  in  contact.  With  these  test  points  it  is  pos- 
sible to  determine  the  presence  as  well  as  the  location  of  open 
or  short  circuit,  cross  connections  and  grounds.  As  an  illus- 
tration of  the  use  of  the  test  points:  it  is  desired  to  locate 
trouble  in  a  two-unit  starting  and  lighting  system  of  which 
one  pole  of  both  the  motor  and  generator  is  normally 
grounded.  The  difficulty  is  that  the  battery  does  not  stay 
charged.  The  generator  is  found  to  be  of  the  third  brush 
controlled  type  and  mechanical  corrections,  such  as  cleaning 
the  commutator,  sanding  in  the  brushes  and  tightening  all 
of  the  connections  does  not  correct  the  fault.  First  remove 
the  inherent  ground  connection  and  insulate  all  of  the  brushes 
from  the  commutator.  This  can  be  done  very  easily  by  placing 
a  piece  of  paper  between  each  brush  and  the  commutator. 
Also  remove  the  connection  to  the  battery  or  cutout  relay. 
The  generator  circuits  are  now  isolated,  and  by  referring  to 


the  blueprint  showing  the  internal  connections  of  the  unit 
one  can  determine  the  correct  connections  and  circuits.  For 
instance,  the  shunt  field  is  connected  across  the  third  brush 
and  the  positive  post  of  the  machine.  If  we  place  one  of  the 
test  points  on  the  third  brush  and  the  other  on  the  positive 
post  of  the  generator,  the  lamp  will  light  if  the  circuit  be  con- 
tinuous, but  not  if  the  circuit  be  open.  If  this  shunt  field  be 
open  there  is  no  magnetic  field  thru  which  the  armature  must 
rotate  to  generate  any  current.  One  usually  finds  an  open 
circuit  of  this  nature  in  the  leads  connecting  the  different 
coils  of  the  field  or  that  leading  to  the  brush  or  brush  pigtail. 
Correction  can  be  made  by  soldering  intact  and  winding  tape 
over  the  connection.  Supposing  that  the  circuits  are  all  com- 
plete, then  test  for  short  circuit  or  grounds.  The  blueprints 
show  what  these  circuits  should  be  and  one  can  very  readily, 
with  the  test  points,  determine  whether  or  not  they  be  properly 
connected  to  or  insulated  from  each  other. 

One  of  the  more  common  troubles  encountered  is  that  of 
grounds  or  failure  of  the  insulation  between  the  conductors 
of  the  machine  and  the  machine  frame.  This  condition,  if 
present,  can  be  determined  by  testing  for  circuit  between  the 
conductors  of  the  various  circuits  and  the  machine  frame. 
For  instance,  as  in  the  case  just  cited,  of  the  generator  with 
brushes  insulated  from  the  commutator,  place  one  of  the  test 
points  on  one  of  the  brushes  and  the  other  point  on  any  part 
of  the  machine  frame.  In  case  of  ground,  the  lamp  will  light. 
The  armature  can  be  tested  for  ground  by  placing  one  of 
the  test  points  on  the  commutator  and  the  other  on  the  arma- 
ture shaft.  If  ground  is  found  in  the  armature  coils,  as  well 
as  short  or  open  circuit,  it  is  advisable  to  return  the  complete 
armature  to  the  factory  for  repair  since  very  extensive  equip- 
ment is  necessary  to  properly  dip  in  insulating  varnish  and 
bake  after  the  coils  have  once  been  disturbed.  This  same 


XXII 


practice  should  prevail  when  one  encounters  difficulty  within 
any  coil  of  wire  used  in  connection  with  electrical  work  when 
the  coil  has  been  treated  with  varnish.  Supposing  a  ground 
were  found  between  a  field  coil  and  the  pole  piece ;  correction 
can  be  made  by  inserting  suitable  insulation  between  the  coil 
and  pole  piece  at  that  point  where  the  insulation  is  broken. 

Failure  of  the  insulating  bushings  or  washers  that  are  used 
with  the  binding  post  studs  which  act  as  the  conductors 
through  the  machine  frame  or  housings  can  be  corrected  only 
l>y  replacement  of  the  bushings  or  washers. 

The  wear  of  the  brushes  leaves  a  carbon  dust  deposit  on 
all  of  the  parts  in  the  commutator  end  of  the  machine,  and 
if  this  accumulation  becomes  sufficient,  short  circuit  or  ground 
will  ensue  which  makes  the  machine  inoperative.  It  is  very 
essential  that  the  commutator  end  of  the  machine  be  kept 
clean  and  free  from  this  dust  at  all  times  as  it  tends  to  work 
into  the  bearing  points  of  the  brush  holder,  causing  the  latter 
to  become  so  sluggish  in  its  action  that  the  brush  cannot  follow 
the  variations  of  the  commutator.  With  this  condition  pres- 
ent excessive  arcing  at  the  brushes  results,  and  the  brushes 
and  commutator  will  both  burn  away  in  a  very  short  time,  ne- 
cessitating new  brushes,  turning  off  the  commutator  and  pos- 
sibly new  brush  springs.  Another  condition  that  will  cause 
excessive  arcing  at  the  brushes  is  that  of  high  mica  in  the  com- 
mutator. The  copper  may  wear  away  faster  than  the  insula- 
tion, the  latter  projecting  above  the  surface  somewhat.  In 
all  generator  commutators  the  mica  should  be  undercut  about 
1-32  inch  with  a  hack  saw  blade,  which  will  eliminate  this 
difficulty. 

No  garage  can  be  considered  complete  unless  an  ammeter 
and  a  voltmeter  of  suitable  calibration  be  listed  in  their 
equipment.  The  electrical  equipment  of  an  automobile  may 


be  satisfactory  in  every  way,  apparently,  and  still  give  the 
owner  of  the  car.  a  great  deal  of  trouble.  For  example,  the 
generator  may  be  charging  the  storage  battery  when  the 
motor  is  running  but  still  the  battery  does  not  hold  its  charge. 
One  may  suppose  that  the  charging  rate  of  the  generator  is 
not  sufficient  to  keep  the  system  in  condition  but  without  some 
means  of  measuring  the  actual  current  flowing  he  remains 
in  the  dark.  Further  it  is  very  inconvenient,  at  times,  to  test 
for  short  or  open  circuit  or  ground  with  the  test  points.  For 
example,  it  is  desirable  to  determine  whether  an  open  circuit 
exists  on  a  lighting  circuit  on  a  car.  By  placing  the  ammeter 
in  that  particular  circuit  with  the  switch  in  the  "on"  posi- 
tion one  can  determine  whether  current  be  flowing  or  not. 
If  there  is  current  flowing,  which  is  in  excess  of  that  drawn 
by  the  lamp,  a  short  circuit  exists  which  permits  the  current 
to  flow  thru  the  circuit,  but  not  thru  the  lamp  which  is  of 
rather  high  resistance. 

Again,  the  test  points  may  show  continuity  of  circuit  but 
still  no  current  will  flow  when  in  its  normal  operation.  This 
condition  would  be  caused  by  a  loose  or  dirty  connection  in 
the  circuit  which  introduces  a  high  resistance  and  causes  an 
excessive  voltage  drop  at  that  point  which,  tho  allowing  cur- 
rent to  flow  when  the  higher  voltage  of  the  test  lamp  circuit 
is  employed,  virtually  opens  the  circuit  on  the  lower  voltage. 
This  condition  is  usually  found  more  in  the  starting  system 
than  the  lighting  or  generating,  and  its  location  can  some- 
times be  determined  by  the  heating  of  the  connection.  How- 
ever, the  more  satisfactory  method  is  to  measure  the  voltage 
drop,  with  the  current  turned  on,  across  all  of  the  connections 
in  the  circuit,  with  a  voltmeter  of  suitable  scale  and  calibra- 
tion. That  which  shows  the  greatest  drop  is,  of  course,,  the 
one  that  is  giving  the  trouble.  For  example,  a  starting  system 
fails  to  operate  even  tho  the  battery  be  fully  charged  and  all 


connections  tight.  The  commutator  of  the  starting  motor  is 
inspected,  sanded  smooth  if  necessary  and  still  the  starter  will 
not  crank  the  motor.  By  measuring  with  a  voltmeter  the  drop 
across  the  various  connections,  we  find  that  the  voltage  thru 
the  starting  switch  is  very  much  lower  than  that  of  the  bat- 
tery. This  condition  would  absolutely  prohibit  sufficient  cur- 
rent reaching  the  starter  to  develop  any  appreciable  power. 
Upon  dissembling  the  switch  a  very  unsatisfactory  contact 
surface  would  be  found,  either  burned  or  dirty  or,  due  to  loss 
of  tension  of  the  springs,  the  contact  surfaces  are  not  held 
together  tight  enough. 

A  further  use  of  the  ammeter  and  voltmeter  together  is 
to  test  for  open  or  short  circuits  in  armature  coils.  To  test 
for  an  open  circuited  coil,  disconnect  the  field  coils  from  the 
machine,  but  leave  the  brushes  in  contact.  Now  connect  a 
dry  cell  in  the  circuit  so  that  about  eight  amperes  will  flow 
thru  the  armature.  With  a  pair  of  soft  points  as  leads  from 
the  voltmeter,  measure  the  voltage  drop  between  adjacent 
bars  of  the  commutator.  A  sudden  increase  in  this  voltage 
drop  indicates  an  open  circuited  coil,  whereas  a  drop  indi- 
cates a  short  circuited  coil. 

The  same  instruments  may  be  used  to  determine  the  pres- 
ence of  a  short  or  open  circuit  in  the  field  coils  of  a  machine. 
If  one  wishes  to  test  the  series  field  of  a  motor  or  generator 
it  is  advisable  to  use  either  a  dry  cell  or  place  a  resistance 
in  the  circuit  so  that  the  flow  of  current  will  not  be  excessive, 
but  the  shunt  field  may  be  connected  directly  across  the  stor- 
age battery  which  is  used  on  the  car.  With  this  current  flow- 
ing the  voltage  drop  across  each  coil  of  the  field  winding 
should  be  the  same.  If  the  current  does  not  flow  there  is  an 
open  circuit  present,  but  if  the  circuit  is  continuous  and  there 
is  a  material  decrease  in  the  voltage  drop  across  one  coil  of 
the  field,  this  particular  coil  is  short  circuited. 


Another  characteristic  of  a  voltmeter  is  that  the  voltage 
reading  across  any  potential  is  decreased  in  direct  proportion 
to  the  amount  of  any  external  resistance  that  be  connected 
in  series  with  the  voltmeter.  For  example,  if  one  takes  the 
voltage  reading  across  a  storage  battery  and  finds  it  to  be 
six  volts,  direct  reading,  and  then  connects  the  positive 
terminal  of  the  battery  to  the  positive  terminal  of  the  volt- 
meter, using  one  lead  from  the  negative  terminal  of  the  bat- 
tery and  one  from  the  negative  terminal  of  the  voltmeter  as 
test  points  across,  say,  the  secondary  coil  of  a  magneto  or  bat- 
tery ignition  system,  a  very  much  lower  voltage  will  be  read. 
In  this  way,  by  comparing  with  a  good  coil,  detection  of  short 
or  open  circuit  can  be  made.  This  method  of  test  is  very  sat- 
isfactory when  working  with  resistances  that  are  too  high  to 
allow  current  to  flow  thru  the  test  lamp  points  or  when  test 
points  from  the  lighting  circuit  are  not  available. 

The  following  tabulations  will  give  one  a  key  to  the  loca- 
tion of  faults  that  are  the  more  probable  and  those  which  are 
the  most  prevalent.  Certain  of  the  difficulties  are  very  char- 
acteristic and  easily  corrected,  but  others,  while  very  apparent 
in  effect,  are  at  times  very  confusing  in  their  cause.  However, 
after  a  little  experience,  the  operation  of  a  defective  piece 
of  apparatus  will  show  its  cause  as  readily  as  one  can  deter- 
mine faulty  operation  of  any  of  the  mechanical  equipment. 
For  example,  a  short  circuited  generator  armature  fails  to 
charge  the  battery,  the  generator  has  a  growling  noise  which 
disappears  when  the  shunt  field  is  opened,  by  either  raising 
the  brush  from  the  commutator  or  removing  the  shunt  field 
fuse,  providing  the  machine  is  so  protected.  The  short  cir- 
cuited coil  will  show  itself  by  charred  insulation,  since  all  of 
the  current  generated  by  the  machine  is  absorbed  in  the  short 
circuited  coil.  A  short  circuited  or  grounded  motor  armature 


coil,  in  case  of  grounded  machines,  makes  itself  apparent 
by  slow  cranking  and  by  drawing  excessive  current  from 
the  battery  when  cranking.  An  open  in  the  charging  circuit 
causes  serious  arcing  at  the  generator  brushes  and  the  lamps 
burn  very  brightly  when  the  generator  is  being  driven  above 
its  cut-in  speed,  providing  the  open  be  between  the  cut-in 
relay  and  the  battery.  If  it  be  between  the  relay  and  the 
generator  or  in  the  relay  itself,  the  arcing  at  the  brushes  will 
be  noticed.  If  the  machine  be  protected  by  a  shunt  field  fuse, 
the  fuse  will  operate  if  the  machine  is  run  on  open  circuit 
at  a  speed  considerably  above  that  at  which  the  generator 
cuts  in.  A  short  circuited  condenser  in  the  ignition  system 
manifests  itself  by  failure  of  the  unit  even  though  current 
be  flowing  as  shown  by  an  ammeter.  In  a  magneto,  there  will 
be  no  spark  at  the  plug  and  if  the  instrument  be  removed 
from  the  car,  it  will  be  noted  that  the  resisting  torque  of  the 
armature  is  the  same  with  or  without  the  breaker  mechanism 
in  place.  An  open  circuited  condenser  causes  a  very  weak 
spark  from  the  secondary  coil  and  excessive  arcing  at  the 
contact  ppints.  In  testing  a  condenser  with  test  points,  it  is 
necessary  to  use  direct  current  in  order  to  obtain  positive 
results.  The  method  of  test  is  to  put  one  test  point  on  each 
terminal  of  the  condenser  for  a  short  time  and  then,  with 
the  test  points  still  in  contact  with  the  condenser,  short  cir- 
cuit the  condenser.  If  it  be  in  proper  condition,  a  very  char- 
acteristic snap  will  be  heard.  A  short  circuited  condenser 
will,  of  course,  show  continuous  circuit  and  were  an  ammeter 
placed  in  the  primary  circuit,  it  would  be  noted  that  there  is 
no  interruption  of  the  current  flow  on  opening  the  breaker 
points. 

A  very  disagreeable  condition  that  is  at  times  encountered 
is  that  of  short  circuit  in  the  distributor  head  of  the  ignition 
system.  This  can  be  located  by  determining  whether  current 
is  fed  to  the  distributor  head.  If  so  and  none  reaches  the 


plug  or  reaches  the  same  plug  all  of  the  time,  short  circuit 
is  .present.  This  difficulty  cannot  be  determined  by  the  test 
lamp  due  to  its  comparatively  low  voltage,  that  of  the  ignition 
system  being  capable  of  10,000  volts. 

IMPORTANT  POINTS  TO  REMEMBER. 

In  all  electrical  circuits  there  must  be  a  path  for  the  return 
of  the  current,  either  through  the  frame  of  the  car  or  machine 
or  through  an  insulated  conductor. 

Do  not  forget  to  disconnect  the  battery  before  making  any 
tests  with  the  test  points. 

Be  sure  that  the  circuit  to  be  tested  is  isolated  and  the 
test  lamp  will  not  indicate  continuity  through  some  other  path. 

Always  remove  the  ground  connection  from  inherently 
grounded  machines  before  testing  for  ground. 

Study  the  circuit  diagram  before  disconnecting  any  wires. 

In  reassembling  electrical  equipment,  be  careful  not  to 
damage  the  insulation. 

Do  not  allow  any  insulated  conductor  to  be  clamped  be- 
tween two  metal  surfaces  in  a  way  to  destroy  the  insulation. 

Solder  all  connections  well  so  that  vibration  will  not  break 
them  open. 

Never  grease  nor  oil  the  commutator  on  a  motor  or  gen- 
erator. 

Oxidized  or  dirty  contact  points  in  an  ignition  system 
keep  the  circuit  open  and  allow  no  current  to  flow. 

The  vibration  of  the  car  causes  conductors  to  move  more 
or  less,  so  do  not  crowd  terminals. 

Always  use  the  highest  scale  on  any  meter  first.  If  this 
be  too  high,  then  try  one  a  little  lower. 

Never  use  an  ammeter  in  any  way  but  in  series  with  the 
load. 

Don't  short  circuit  any  load  to  determine  whether  current 
is  flowing. 

Keep  the  bearings  on  electrical  equipment  well  lubricated. 


•C     E     i 

O         o         S 

•g      ?      » 


5 


THE   STORAGE   BATTERY 


As  an  explanation  of  the  action  of  a  so-called  storage  bat- 
tery will  be  of  material  help  to  the  mechanic  in  locating  and 
correcting  faults  in  this  element  of  the  electrical  system,  a 
few  fundamental  comparisons  will  be  made. 

The  storage  battery  is  improperly  named,  in  that  the  elec- 
trical energy  is  not  actually  stored  in  the  battery,  although 
the  action  is  very  similar  to  that  of  storage  and  discharge  of 
electricity.  The  storage,  or  secondary  cell,  is  an  electro-chem- 
ical unit,  and  derives  its  ability  and  usefulness  as  a  conveni- 
ent conveyor  of  electrical  energy  entirely  through  the  medium 
of  chemical  action  and  reaction,  just  as  gasoline  is  a  conveni- 
ent carrier  of  mechanical  energy.  The  energy  from  gasoline 
is  released  and  converted  into  work  through  chemical  action 

-  (explosion)  —in  the  cylinder  of  the  engine.  Now,  were  it 
possible  that  the  waste  gases  from  the  cylinder—  (the  exhaust) 

—could,  with  the  same  cost  in  energy  that  is  given  up  at  the 
time  of  explosion,  be  converted  back  into  gasoline,  it  would 
be  a  chemical  reaction. 

In  the  case  of  the  storage  battery  we  have  a  very  similar 
condition,  with  this  exception,  that  the  "exhaust"  or  waste 
material  is  not  dispelled  into  the  air  but  remains  in  the  battery. 

Starting  with  a  fully  charged  battery,  having  all  of  its 
potential  energy  in  the  form  of  the  positive  and  negative 
plates,  peroxide  of  lead  and  soft  spongy  metallic  lead  respec- 
tively, and  the  electrolyte,  we  have  the  condition  analogous 
to  that  of  the  compressed  gasoline  and  air  mixture  in  the 
cylinder  just  prior  to  the  explosion.  If  any  current  is  with- 
drawn from  the  battery,  chemical  action  immediately  starts, 
and  its  degree  is  in  direct  proportion  to  the  current  with- 
drawn. In  other  words,  the  amount  of  chemical  action  in- 


creases with  the  amount  of  current  withdrawn ;  slight  action 
when  merely  burning  lamps  and  heavy  action  when  cranking 
the  motor  with  the  starter. 

Each  constituent  of  the  mixture,  as  in  all  complete  chem- 
ical changes,  has  a  definite  function  to  perform.  In  the  stor- 
age battery,  a  part  of  the  peroxide  of  lead  of  the  positive 
(brown)  plate,  and  the  spongy  lead  of  the  negative  (gray) 
plate,  are  converted,  by  taking  some  of  the  acid  of  the  electro- 
lyte, into  sulphate  of  lead,  which  are  small  white  crystals  and 
when  formed  are  difficult  to  dissolve  in  water  or  electrolyte. 
The  combination  of  removing  acid  from  the  electrolyte,  as 
well  as  the  addition  of  water  (both  taking  place  while  the 
current  is  being  withdrawn  from  the  battery) ,  tend  to  weaken 
or  make  less  dense  the  electrolyte,  hence  the  drop  in  gravity 
with  discharge. 

From  this  it  is  apparent  that  the  resulting  materials  from 
the  discharge  of  the  battery  remain  in  the  battery  and,  inas- 
much as  the  chemical  action  of  a  storage  battery  is  reversible, 
if  the  conditions  are  reversed  the  materials  will  be  converted 
back  into  their  respective  initial  forms  by  so-called  charge. 
This  completes  the  cycle  of  the  storage  battery  when  in  proper 
condition  and  not  abused. 

One  of  the  characteristic  and  chronic  abuses  that  a  storage 
battery  must  withstand  is  that  of  excessive  sulphation,  or  the 
battery  being  "sulphated."  This  condition  may  arise  from 
operating  a  starting  battery  which  is  being  charged  when- 
ever the  motor  is  running  above  the  "cut-in"  speed  of  the 
generator,  in  a  partially  charged  condition  for  a  considerable 
time.  Also,  if  a  battery,  either  lighting  or  starting  or  a  com- 
bination of  the  two,  be  left  idle  for  an  extended  period  in  a 


discharged  state,  the  same  condition  results.  This  is  due  to 
the  minute  crystals  of  lead  sulphate,  which  are  formed  on 
both  plates  of  all  lead  batteries  during  discharge,  slightly  dis- 
solving in  the  electrolyte,  and  recrystalling  out,  one  upon  the 
other,  until  there  are  appreciable  crystals  formed,  making  a 
white  and  shiny  layer  over  the  whole  plate.  A  battery  in  this 
condition  acts  very  similarly  to  one  which  is  worn  out,— in 
that  its  capacity  in  ampere  hours  has  fallen  far  below -the 
manufacturer's  rating,  leading  one  to  believe  that  a  great  deal 
of  the  active  material  has  fallen  out  of  the  plates.  The  rem- 
edy for  a  sulphated  battery  is  a  long,  slow  over-charge,  at 
about  one  quarter  the  normal  charging  rate.  This  continued 
over-charge  is  necessary  because  of  the  difficulty  of  breaking 
the  sulphate  down  by  means  of  an  electric  current.  In  fact, 
the  fault  is  corrected  in  part  only  after  the  treatment  pre- 
scribed. Great  care  should  be  exercised  in  this  charge,  as 
well  as  for  any  other  correction  or  in  the  operation  of  a  stor- 
age battery,  that  the  temperature  of  the  electrolyte  never 
exceeds  100  degrees  Fahrenheit.  Temperatures  above  this 
point  are  accompanied  by  a  hardening  of  the  plates,  resulting 
in  lower  terminal  voltage  on  discharge,  and  carbonizing  of  the 
separators  which  reduce  their  insulating  value  and  cause  pre- 
mature failure. 

Failure  of  insulation  in  a  storage  battery,  as  well  as  any 
internal  short  circuit  due  to  foreign  material  or  high  sedi- 
ment, is  shown  by  partial  or  total  loss  of  voltage  of  that  cell, 
or  if  only  a  very  slight  internal  short  circuit,  by  rapid  loss 
of  charge. 


Breakage  of  a  pillar  post  or  strap  connector  is  noticeable 
either  by  the  wabble,  or  excessive  heat  generated  at  the  faulty 
connection  when  the  battery  is  being  discharged  at  a  high  rate. 

One  condition  that  may  «onfront  the  battery  repair  man 
which  is  very  easily  explained,  but  at  times  difficult  to  detect, 
is  the  failure  of  separator  insulation  due  to  excessively  strong 
electrolyte.  The  strong  acid  very  rapidly  attacks  the  wood 
fiber  of  the  separator  and  makes  it  appear  as  mussy  wet 
chocolate.  The  specific  gravity  of  the  electrolyte  in  this  case 
is  usually  at  least  1320  and  the  voltage  on  charge  is  normal 
but  falls  off  rapidly  on  discharge.  Remedy  for  this  fault,  in 
case  the  plates  have  not  been  too  heavily  suiphated,  is  replace- 
ment of  separators  and  very  low  electrolyte,  bringing  the 
gravity  back  with  a  slow  charge. 


REPAIRING  BATTERIES 
LEAD  CONNECTOR-SEALED  TYPE 

Before  starting  to  dismantle  a  battery,  a  sketch  should  be 
made  showing  the  inter-cell  connections  and  position  of  termi- 
nals for  guidance  in  re-assembling. 

To  remove  terminals  and  cell  connectors  center-punch  the 
tops  of  each  over  the  terminal  posts  and  drill  to  a  depth  of 
^4  inch,  using  %  inch  drill  for  12  volt  batteries  and  %  inch 
for  6  volt  batteries.  Do  not  drill  deeper  than  necessary  as  it 
involves  extra  labor  in  building  up  the  post  again  when  re- 
assembling. 


Evidence  of  a  broken  jar  is  very  apparent  through  leakage  To  remove  top  connections  after  being  drilled,  place  a  flat 

of  the  electrolyte.  piece  of  steel  along  edge  of  case  to  prevent  marring  or  crush- 


XXVlll 


ing  of  edges;  then  use  lever  underneath  connector  and  pry 
off.  Brush  off  the  accumulation  of  lead  and  dirt  from  top  of 
battery.  Care  should  be  exercised  to  keep  foreign  substances 
from  the  inside  of  the  battery,  especially  metal  which  may 
become  lodged  between  the  plates  and  cause  short  circuiting. 

Remove  vent  plugs  and  blow  in  the  holes  in  the  covers. 
This  should  always  be  done  before  bringing  an  open  flame 
near  the  battery,  as  an  explosive  gas,  (hydrogen) ,  is  generated 
in  the  battery  during  both  charge  and  discharge.  Explosion 
of  this  gas  in  the  confined  space  of  the  battery  cell  usually 
results  in  a  broken  jar.  The  moulded  rubber  vent  plugs  being 
very  brittle  and  easily  broken,  the  use  of  pliers  for  their  re- 
moval is  not  advisable. 

Soften  the  sealing  by  playing  a  soft  flame  over  the  com- 
pound. Care  must  be  taken  so  that  the  flame  does  not  burn 
the  covers.  It  is  best  to  play  the  flame  back  and  forth,  not 
steadily  in  one  place  as  this  will  cause  the  compound  to  melt 
and  run.  A  small  flame  used  for  several  minutes  brings  better 
results  than  a  strong  flame  which  melts  only  the  surface  com- 
pound and  leaves  that  below  hard. 

Use  a  heated  screw  driver  (to  prevent  adhering)  and  dig 
out  the  compound.  After  all  the  compound  has  thus  been 
removed  apply  the  flame  to  the  inside  of  the  jar  (through  vent 
tube)  for  an  instant,  then  run  a  hot  putty  knife  around  the 
edges  between  jar  and  cover. 

Place  the  battery  on  the  floor  and,  holding  firmly  between 
the  feet,  grasp  the  terminal  posts  with  two  pairs  of  pliers  and 
lift  the  element  and  cover  out  together.  Let  the  elements  rest 


at  an  angle  on  top  of  jars  to  drain.  While  the  elements  are 
draining,  apply  flame  around  the  terminal  posts  and  lift  off 
covers. 

If  separators  are  in  good  condition,  and  a  jar  replacement 
only  is  necessary,  set  the  element  in  electrolyte  or  water  until 
ready  to  replace.  If  separators  are  to  be  changed,  separate 
the  positive'  and  negative  groups  by  grasping  the  elements 
firmly  by  the  posts  and  working  slowly  back  and  forth. 

The  smallest  opening  in  a  separator  may  cause  a  short  cir- 
cuit which  may  not  be  discovered  until  the  battery  has  been  in 
use  again  for  some  time.  When  separators  have  turned  black, 
they  are  carbonized  and  their  life  is  virtually  gone.  To  re- 
move separators,  take  a  long  bladed  knife  and  run  it  between 
the  plate  and  the  separator.  It  is  always  best  to  renew  the 
separators.  Separators  should  never  be  allowed  to  become 
dry,  but  should  be  kept  immersed  in  a  very  weak  solution  of 
electrolyte.  i 

Inspect  plates  to  determine  whether  or  not  they  require 
replacement.  If  battery  has  been  overheated  through  over- 
charging or  short  circuiting,  this  will  be  indicated  by  brittle 
and  buckled  plates,  with  active  material  granular  and  falling 
away  from  the  grid.  Plates  in  this  condition  will  have  to  be 
replaced.  j  .  ^ 

The  condition  of  the  positive  plates  can  be  ascertained  by 
using  the  blade  of  a  knife.  If  they  are  fairly  hard  and  have 
neither  lost  too  much  of  their  surface  nor  become  extremely 
buckled  they  can  be  used  again. 


XXIX 


The  condition  of  the  negative  plates  is  very  often  such  that 
they  may  be  used  again  with  new  positives.  In  this  case  the 
negative  group  should  be  immersed  in  water  to  prevent  the 
plates  from  drying  out  through  heating  by  exposure  to  the  air. 

Occasionally  it  happens  that  one  or  two  plates  in  a  group 
require  replacement  while  the  balance  of  the  plates  are  in  good 
condition.  In  this  case  new  plates  may  be  used  in  replacement. 
A  group  of  buckled  plates  which,  when  re-assembled,  will  not 
go  into  the  jar  readily,  should  be  replaced  with  a  new  group. 

Invert  the  case  over  a  sink  and  thoroughly  cleanse  the  jars 
by  inserting  a  hose  and  injecting  a  stream  of  water  into  each. 
Be  sure  that  all  sediment  and  foreign  matter  is  removed  be- 
fore replacing  the  elements. 

Inspect  the  jars  carefully  for  cracks  or  holes.  Jars  ex- 
hibiting such,  regardless  of  the  size  of  the  imperfections, 
should  be  replaced  with  new  ones. 

To  remove  a  jar  fill  it  with  boiling  water  and  allow  it  to 
stand  for  a  few  minutes.  This  will  loosen  the  sealing  com- 
pound surrounding  the  jar.  Grasp  the  edges  of  the  jar  with 
two  pairs  of  pliers  and  pull  it  straight  up.  Care  should  be 
used  so  as  not  to  damage  adjacent  jars. 

The  new  jar  should  be  heated  before  being  placed  in  the 
case.  When  the  jar  has  been  heated  either  with  boiling  water 
or  flame,  it  should  be  pushed  into  place,  taking  care  that  the 
top  of  the  jar  is  leyel  with  the  others.  If  not  lined  up,  the 
top  connectors  will  be  uneven,  and  as  a  result  present  a  very 
amateurish-looking  job. 


To  assemble  an  element,  place  the  positive  and  negative 
groups  on  a  clean,  flat  surface.  Always  make  sure  that  it  is 
free  from  lead  scrapings  or  foreign  substances  of  any  kind, 
as  these  substances  will  adhere  to  wet  separators,  which  will 
cause  short  circuiting  of  the  plates.  Intermesh  the  positive 
and  negative  group.  As  the  negative  group  contains  one 
more  plate  than  does  the  positive,  both  outside  plates  will  be 
negative. 


Lay  the  element  on  its  edge  and  insert  the  separators  be- 
tween each  pair  of  plates,  the  grooved  side  of  the  separator 
next  to  the  positive  plate.  Carefully  check  up  separators 
after  assembling,  as  omitting  a  separator  would  cause  con- 
siderable trouble. 

Take  the  element  by  the  pillar  posts  and  lower  gently  into 
the  jar.  This  should  be  done  very  carefully  to  avoid  breaking 
the  jar. 

If  the  cover  does  not  fit  close  to  the  terminal  posts,  or  the 
wall  of  the  jar,  the  openings  should  be  calked  to  prevent  the 
melted  sealing  compound  from  flowing  into  the  jar. 

Pour  the  compound  so  that  it  will  fill  all  spaces  and  reach 
to  a  height  level  with  the  top  of  the  case.  Also  see  that  it  flows 
evenly  over  the  whole  surface. 

Before  applying  connectors,  see  that  the  terminal  posts 
are  free  of  all  compound  and  dirt. 


XXX 


Using  an  ordinary  pocket  knife,  clean  the  inside  of  the 
connectors.  Then  clean  the  tops  of  the  connectors  with  a  file, 
to  remove  dirt  and  oxide,  so  that  they  can  be  properly  united. 

Before  applying  the  terminal  connectors,  test  all  cells  with 
a  voltmeter  to  see  if  they  are  set  up  properly.  The  connectors 
should  be  applied  so  that  the  positive  of  one  cell  is  connected 
to  the  negative  of  the  next  cell. 

In  welding  connectors  and  terminals  to  the  posts,  fuse  the 
top  of  the  post  with  the  edges  of  the  hole  in  the  connector. 
Melt  strips  of  lead  and  allow  the  molten  metal  to  run  into  the 
hole  in  the  connector.  Care  must  be  taken  to  see  that  the  top 
of  post  and  the  inside  edges  of  the  connectors  are  properly 
melted  together  before  adding  additional  lead.  If  this  is  not 
done,  poor  contact  will  result.  Care  should  be  taken  not  to 
melt  the  outer  edges  of  the  connectors. 

After  burning  the  connectors  and  terminals,  mark  the  posi- 
tive terminal  (+)  and  the  negative  (  — ). 


CHARGING 

Fill  battery  with  electrolyte  and  start  to  charge  at  one  half 
the  normal  charging  rate  and  continue  until  gravity  stops  ris- 
ing. During  the  development  charge  take  occasional  temper- 
ature readings  and  if  the  temperature  of  any  cell  exceeds 


100°  F.,  lower  the  charging  rate,  or  discontinue  charge  until 
the  cell  cools.  The  strength  of  the  electrolyte  used  for  filling 
the  battery  largely  depends  upon  the  condition  of  the  plates. 
If  all  new  plates  are  used,  gravity  should  be  1.300 ;  if  positive 
renewal,  1.285 ;  if  old  and  sulphated  plates,  1.100,  and  if  old 
and  not  sulphated  plates,  1.250. 

If  the  battery  has  new  plates,  twice  its  rated  capacity  will 
be  required  for  the  development  charge.  If  the  plates  are  old 
and  badly  sulphated,  more  time  may  be  required. 

Any  cells  which  have  not  been  repaired  should  be  left  out 
of  the  circuit  during  the  first  half  of  the  developing  charge. 
They  may  then  be  connected  into  the  circuit  and  the  whole 
battery  brought  to  full  charge. 

When  the  charge  is  complete,  adjust  the  gravity  of  the 
electrolyte  to  1.280  to  1.300.  To  do  this  remove  some  elec- 
trolyte from  the  cell  and  replace,  with  pure  water  until  de- 
sired gravity  is  reached;  or  remove  electrolyte  from  the  cell 
and  replace  with  1.400  acid,  according  to  whether  the  cell 
reading  is  high  or  low. 

Clean  off  the  top  and  sides  of  battery,  cover  terminals  and 
connectors  with  vaseline  and  the  battery  is  then  ready  for 
service. 


xxxi 


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\hOfZN 


PUSH 


104 


DEEfSING  MAGNETIC 


B]F*GC- 


wv<f/Vf7-o 


105 


(T&QUA/0    .= 


6- VOLT 


107 


DET/=?O/T£R 


^ru/vc  rteni 


Gln/lTCH 


<5    l/«i.  7" 


I 


109 


our  TO* 


110 


O/X/E: 


MODEL.  "L 


<5  UOt-  T 


111 


DODGE 


£~SO£3 


113 


rSTOS~7  JOOf>G£l  J3LV-S-  XV9V/V7- 


G/ravMO 


1s9s+s**r. 


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114 


DODGE 


OJ    /^  V02.7- 


ZX^/VT-X/V*?  «S*vyreW 


115 


116 


DODGrF 


t\V».«    ,1 


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SX  I/OL7- 


117 


DODGE     MODEL    3O         /9/7-/S/& - 


»j  iv/  re/* 


tSFtOVND 


VOt-T 


I 


I 


118 


1913    "HJ 

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4-6  vo  i.  T- 


SWITCH 


\31DE 
\LtGHT 


119 


GffOUHO 


m 


—  ffrtoatro 


/=vz  o  7- 


HORN 


120 


DOEE/S  1S1+      UIJJ 

WES  TING  MO  USE      SrS  TEK 


wssr  PL  GTS 


CjKOUND  >\\ 


\SjfNtKtT6K 


FUSE  BQK 


HOK.N 


PUSH 

BUTTON 


Cf ROUND •,!>  \<S1BELI(JHT 


121 


DOER  IS  IBIS      l- 

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ABOUND 


'IQHTING  £WC 


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3153 

n 

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WEST  PL. ATE 
SIDE 


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DfSY  CELLS 


VOL.T 


B/tTTE.Kr 


122 


Ott/S   1316 

WESTINGHOUSE  S 


WEST  PLATE 


FUSE  BOX 


HQKN 


\DfiSH  LIGHT 


GKOUND 


,  6  VOLT 
STQKfltfE 


MOTOB 


SICE 


123 


1917   "I-B-6 


FROM  WEST.    PLATE 


\SIDE 
\USHTf 


\ruse  so* 


IES9I 


GROUND 


HORN 


PUSH  BUT  TQH 


SWITCH 


DASH  LJtjHT 


MOTC8 


VOLT 


IKQ  MOTOR 


UQH~r 


124 


DOEKIS    23 2 8     'I-C-&      1919  ERRLY  MODELS 

We ST/MG HOUSE    £Y£TEtf  FROM  oo*#/*  A 


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£  WITCH 


SWITCH 


125 


H&&/V  3C/7~7"<3/V 


127 


/tosts*  JB  ;/rrar*  I 


128 


OOF?  T         MODEL 


fioftM  auv  TO  ft 


~     GftOCJSVO 


—    G/tOU/VO 


Cur  OUT 


«  VOL.T- 


129 


DOfiZT   131  8      1919 


CO/V/V. 


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130 


3    / 


131 


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132 


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133 


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135 


/*/€    "+O-45 


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136 


DffSff 


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137 


/s/e-/7-/<3 


VOLT 


CCM//1'. 


138 


1317-18    SO-IO-JOA 

E-M        co/v/v.  ,/G/V  rrz 


19/9 


.COIL. 


LIGHT 


mm 

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m 


139 


EKCEL  SI  OR.  MOTORCYCLE 


f-l  O  fZ  A/  S  LfT  T  O  A* 


I 


142 


A^J-V  avrras* 


146 


6  V01.7' 


X/CP/-P-  r\if  tr*s/~i.st 


147 


148 


149 


-/'/9-r    /S/7    C-3C///7SS/S 

&0-SCH  -SKSV^A? 


150 


151 


FISHED     19 1G 


' GROUND 


HORN 
ISUTTOtV 


GjfZQUND 


\5TAKTI,. 
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vG  VOLT 
STOKflGE 


152 


HOffn  Burro  ft 


Ill  III 


•GREEN 


CO/4   &OX. 


coftracr 


SH/TCM 


BLHCK 


tfSSEMBLy  S  Wff?  Cff0L& 


1S3 


154 


/A  V0J.T 


156 


157 


158 


FOKD 


SYSTEM  -TWO 


BULLETIN  r-r 


d "fSOt/ND 


L/<fHT  SW/TCH 


CUT  OUT 


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159 


l'  -i  ;  I FORD 
)  \co/t.  I 


FOffD  COtL. 


160 


161 


LEECE-  NEVILLE  SYSTZ 


BULLETIN 


sure  LIGHT 


14-  VOLTS  ON  Lrtnf>5 


162 


163 


NOKTH-ErtST  SYSTEM  MODEL 


'  *&MTYf»E  IZ/O 


FKOM  NQRTH-EfiSr  F>Li<1TE  +  3O 


LIGHT 


LiquTlMCj  S\VI  TCH 


SIPS 
'  LIGHT 


164 


NORTH-E0ST  SYSTEM  MODE^fr'TYFE.  IZ52 


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\SIDE  LIGHT 


165 


FORD 

SIMMS- HUFF  SYSTE.FI 


FUSE 

J*O*  Si 

LIGHT, 


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FORO  CO/L.~ 


166 


SW/TC/f 


,  -f-  /2-l/0^T 


167 


168 


169 


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171 


172 


173 


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174 


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176 


177 


178 


181 


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o/v  c##s  rxoM  #7000  -70-7300) 


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182 


(l/S£0OM  CffGS  F#0M#'73&9- 


183 


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BUTTON 


184 


OK 
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185 


Sra  &&<? 


186 


a  a  rro/v 


187 


FZ4NT  1916 

fiL  L  IS  Ch*L  VEfZS  SYS  TZH 


BUTTON/ 


SWITCH 


OOI  U 
BOX 


WISTK/A 


MOTOK- 

3  E NEK*  TO 


I 


Gj  ROUND 


~<S  VOL.T 


SWITCH 


fffOOHO 


I 


SW/TCH 


188 


189 


FROM  MNFKS.  B.FP-SQ98 


COIL. 


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GKQUND 


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190 


SW/TC/i 


191 


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192 


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193 


194 


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195 


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196 


H0&ROUN   1317-18 

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PROM 


FfRlNQ  OKDEK.  l-J-4--\ 


T A  ft  T  IMG 


6  VOL  T 


BATTERY 


197 


siy/rc/-/ 


198 


/S/3 


I 


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199 


202 


CUTOUT 


203 


^^m  ^*m 

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204 


HAYNC3    12       MODELS 


/S/7-/&/8  -  19/9 


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B  Fir  re  Ft  Y 


205 


3 B  -39  -  33-S    /&/<&  -  /3/9 

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206 


HENDERSON    1913-1+ 

WrtfZD-LEONrfRD    SYSTEM 


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\£1£>E  LlfHT 


207 


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208 


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209 


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211 


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212 


HOLMES 


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3u  r  rosy 


213 


HOftN 


BUTTON 


ftffr. 


DIS  TtefBU  TO  fZ\ 


214 


HUDSON  1313     31 &  54- 

DELCO    SYSTEM 


PROM    HUDSON  INS ER. T *; 2S 


ICE  i.ist-i-r 


LIGHT 


STAKT. 


9VilTCH 


UNIT 


TE'K.  r 


4-    3 


\SIDS  LIGHT 


r>ET£R.    COVEIS. 


215 


fili 


Si 

i 


216 


HUDSON   131+-15 

DELCO  SYSTEM 


PUSH  BUTTON 


F-fiZOW  HUDSON  //Vr 


INSPEC. 


UGH 


Ff(JSe  BOX 


..ever  cEL-i 


HQKN 


I 


217 


HUDSON    1916      6-40 

&ELCO  SYSTEM 


e  VOLT 


H-  POSH  BUT ',. 


218 


HUDSON  SUFE1K-  SIX     IS  16-1 7-2  S-19 


-  e?ftf.»K£K 


219 


221 


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222 


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223 


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224 


S/£>£ 


I 


225 


32-34~3d-W-£*  <£  £6 


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£/£>£ 


226 


ff£.L  LfJMPS  f]KE  9-YOLT 


227 


6-VOL  T 


228 


INTERNATIONAL    HrtKVESTEFZ     TI^UCK 


INDICATOR 


LIGHTING  3  HITCH 


VOLT 


SWITCH 


229 


BOSCH 


H&FZVESTEI2   Tf^UCK  13K5-11  "F&h" 

FROM  riFKS.  B]R7+ZO-H 


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SW /TCH 


CO/vputr 


I 


SCOfi/XHHT 


230 


231 


INTFfS  STATE   1909-10-11    .Z5TC3+  INCL. 


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233 


NTE/e  STtfTE     191Z 

STftlSTINf  $  Ll<?HTlN<f  WIPING  JP 


1-ICiH-r 


FKOW  INTCff,  STATE  INST.  BOOK. 


•  SIDE  LIGHT 


234 


INTER 


FKOI*1  INTER  &T&TE  1NST,  BOOK 


LIGHT 


CASE 


GET* 


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I 


\SIDE.  L/CfHT 


235 


/NTEJZ  STtfTE  1313-24     4-5 


FKOM  INTEIZ&TrfTE  1NST.  3OOK 


\&/D£  LIGHT 


236 


,5/DE. 


237 


MOfP/V   0U7~7~OSV 


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238 


S/£>£  tff/Vf*. 


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239 


*<p 


f&0/*7   MF&S.3/? 


240 


i 


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241 


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L/GHT/NG 


I 


G/eo  ur*o 


2    / 


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242 


6 -VOLT 


gjgi 


243 


245 


c/ecu/r 


246 


J'ACK^SON      I  Sir*  18  MOOEL 


I. /OH  T/ ft 6   X7/VO 
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—    SK/ITCH 


6  UOi.  r 


j  *v/  re* 


247 


MOT0& 


i 6- 


248 


m 


MO  -TO  K;  Cf  £W£/f/7, 


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251 


1316      46  ^ 


B 'i <J 'UK 


H.PUSH  BUTTON 


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252 


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256 


258 


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K/NG      MODEL     EE       I3I7-/9/&       MQDELG-I9I9 


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260 


3V  T  TO* 


261 


KISSEL  KtffZ  131*      4  -+O 


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262 


sw/rc// 


I 


264 


265 


KISSEL 


'  IS  18    HUNDRED  POINT  Six 

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267 


6-5O     6-GO     C  4- 


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268 


MODEL    6-36 


i/i//vc  r  BOX 


269 


SfA/OX      TRUCK  MOOFl-  ^3<5"~o  3G 


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ff  UOLT 


270 


SWITCH 


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L/GHT/H6 

SWITCH 


271 


LP.C.     /9/S-/9/G 


. 1 


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272 


MO/PH  avrron 


273 


3WTCH 


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[OMOMOMOMQl 


0£-/vei?frroK 


274 


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275 


LIBERTY   1317-13       IO-0-B 


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276 


SU//T-C//I 


277 


3T   S 


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279 


LOCOMOBILE   1913 


LOCO. 


LIGHT 


DOME 


PUSH 


B.  LIGHT 


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L.KJHT 


19  toe 


280 


sooy  t*//*//vff  - 


281 


fr--l 


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282 


LOCOMOBILE.    1317-18     J3&+8 

we  s  TWMOUSE  s  vs  rer, 


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LOCK 


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283 


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284 


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285 


S1DE 


286 


nsFft&LtfN    1315 

WEST/N(j HOUSE.  SYS  T£rt 


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M6TO' 


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287 


1916 


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288 


J3J7-/8-19 


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289 


car   our 


293 


SYSTEM 


294 


/^  l/Ot,  7" 


296 


CQ/y  Tfl  OL 


297 


MAXWELL    1914-15 

StriMS  -, 


FRO  1*1  $  I  rifts  fi.  TMtiG.  ff(/LLE  T/N 


H.  fU£H  &UTTOM 


COIL. 


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C/e/7/V KING 


299 


/9J7  MODEL 


•I 


•  -<//vr  c  a/*  rffcr 


cur-our 
o/v   eic/c    or   , 


301 


UJ       UJ 


CUT-OUT 


303 


LHit-lT 


304 


VOLT 


305 


/9/<9     MODEL  22  4  7*       /$  /$        rxo  »  <™?s.  B*  toase 


308 


&  -  I'OL  7~ 


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309 


HETZ     1914- 


p 

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L  r$H  r 


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310 


METZ.    191-S-K3-17 


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311 


METZ.  1317-28  "G 


JrWi~rCM 


312 


iS^KI 

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313 


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315 


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317 


MOD£"L   £-<4O 

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319 


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320 


co/vy. 


321 


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322 


MOLINE-KMIGHT         19f4-1S  MH'SO 


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324 


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326 


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331 


MOON  131G       G-30+G-40 

&EL.CO    5Y^TE-f7         CONN,   /GM 


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332 


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333 


MOON 

DELCO   . 


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—  <B   VOL.T 


334 


MOOIZE       1  SI  7-1 8         3O 

DYNETO    SYSTEM 


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335 


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340 


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344 


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OAKLAND 


349 


OAKLAND    1313      "3S" 


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351 


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352 


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353 


OAKLAND  131 

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358 


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359 


OftKLflND  /S 1 6  "38 

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360 


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361 


DCLCO  sr^rtr/v 


MODEL   3+ 


363 


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645 


YE  03880 


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Lib 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


